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OCTOBER, 1913. 




B"^ I*-' 

We Trust You 

Without References— No Contract— No Red Tape 
Pay Us As Convenient 

Folks who want home thingrs can buy here on credit. 
And the prices will average one-third less than cash 

We trust them because they are home lovers. No 
references required, no contract, no security. We have 
furnished 1,200,000 homes on this open charge account. 

the pictures are in actual colors. The prices are the 
lowest that any concern ever quoted. 

This book with the mailing costs us $1 per copy, but 
we send it free. Mail us this coupon for it. We will 
send with the book your credit certificate. Cut out the 
coupon now. 

3 Cents a Day 

Take a year to pay. Send a little each month. You 
can furnish a home by saving 3 cents a day. 

No collectors, no annoyance. If sickness comes, or 
loss of work we give extra time. 

All goods are sent on 30 days' free trial. Return at 
our expense anything not wanted. 

And you can return any article on which we don't 
save you from 15 to 50 per cent. 

No other concern in all the world offers credit on 
such easy terms as we do. 

Book in Colors 

Our Fall Bargain Book pictures 4,918 home things— 
the largest variety ever shown in America. Many of 


1246 W. 35th Street, Chicago 
Mail me free your Fall Furniture Book. 
Also send me books marked below. 

Stove Book. Jewelry Book. 

Style Book for Women. 

Dress Goods Book for Women. 


Write plainly. 

Give full address. 

4,918 Bargains 

Carpets — Rugs 
Oilcloths, etc. 
Baby Cabs 
Blankets — Linens 

Sewing Machines 
Bicycles — Toys 
Cameras — Guns 
Pictures — Clocks 


50c Brings This Rocker 


1246 W. 35th Street, Chicago 

oil-tempered springs 
Weight, 50 pounds. 
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50c Monthly if 
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This Handsome 
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frame is finished 
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with full setting of 
Rocker is full size. 


Please mention this magazine. 



.„...] (oMl^omtlTesc UcUcrs raaycome.Grvelinq: 
^LAV/ AND PR^/^ Y^ 

^^j^k /«v )va c (ctLfielju/ftxiljcnn Ihnliiiin o.ih\^ '^'^ ' 

L JSAa^ 



Said a Wise Fathcrl 
To His Son: 

^^My boy, this diploma will give 

you a start in life — it will make you 

a prominent man in the Business World. In it you have an 

asset which you cannot lose by '•oecuiation — one which cannot be stolen or taken 
from you. Panics may come and po — fortunes may be m?.de and lost in a sinjj^le transaction — 
our fellow-men may conspire to cheat you out of your Roods and cha^^tels. but your legal education i?<\vith you for- 
ever. It is the one asset that you couldn tloseify<>u wished to. but it's an asset which you can convert into ready cash 
over and over aprain. I'm now srettinj? old. Ere long^ I may be called to that bourne from which no traveler ever 
returns, but I'm happy to know that you are prepared to go out into the world and take your place among men and make Kood." 

These remarks from a father to son, are full of food for thought. That which this 
father has done for his son, you can do for yourself; or you can help do for your son, your l)n»ther, or 
tlie youn>^ man in whom you are interested. If you are an empb^yerof men, encourage them to study law. It will 
come back to you a hundred times, in the increased efficiency of your employes. All you need is our help through our home-study law 
course and this you may have for a very small amount payable in small monthly sums. 

You Receive Our Law 
Library Witliout Addi- 
tional Cost! 

With our Law Course, each 
student receives.without ad- 
tional cost, our complete Law Library, consisting of 14 
volumes of American Law and Procedure. This Law 
Library is worth the entire cost of our course. It was written by 
over twenty of the deans and professors of law in the leading 
resident law schools and univer;;itios. It cost us nearly $40,000, 
being more tlian the entire capital invested in many schools. 

Our Diploma Will Make You 
a Recognized Legal Authority 

Wr are authorized by the Stiite of lUmnis to confrr on all 
our gruJuatrs the DfRree of liticheiir of Laws (I L.B.) . Our 
diploma is one that you will feel proud to possess, because it is 
a recognized proof of your legal knowledge. 

WVlloVl Sf^llonP We realize that the que.s- 
Tt men C5Cn001. tlon of selecting the ri«ht 
school is a hard one for you to settle in your own mind. It is es- 
pecially hard in v:ew of the fact that ordinarily you must decide 


on a school from its own statements of its merits, l^nfortunately, 
the school that is not based on sound educational principles can 
write just as attractive an advertisement and can g<t up just n« 
attractive a catalog as can the school that is conductifl on sound 
e<lucation:il principles. For this rca.son we are wHlintf to 
assume all the risk by not asking >ou to bcftin paying 
for our course until you have seen It. 

is the name of a handsomely illustrated 
book we wish to send you fri-e of chBrge. 
This book contains over 60 pages ff rfK/fnc*- as to the merits of 
our Law Course particularly, and our University generally. The 
book is not filled with our own statcmcntu of ouraehen. but with 
reproduced letters and Btrntt nn'nt» from our ou-n ^•••••••■■•i 

gtudenta and othera who are competent to judge 

us aa an educational institution. This book is 

coBtly and will be t-ent only to thoae earnestly < 

interested In the study of law. ♦ »• n • . i' • 

The attached coupon will bring the J La Sdlie I vtrnsion Lni 

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tion about our Home-Sludy Law Course. , ,. , ., i_ 

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\\ e liave c 'urses w hich pre- ♦ „„,! full information about 


e ^ ^„ .Sdlle I vtrnsion L... 
- # versitv,0ept.2 18, Chicago 




LaSalle Extension University, Dept. 248, Chicago 
a r 11 ] i ^ 

Lawyer Expert Account-,* 
ant(C.P.A.) Traffic Man-/ 
ager (R.R. or Industrial) # Name 
— Business Manager — ^ 
Bookkeeper Expert ♦ 
Correspondent. # 


)ur Law Course. 





Phdsi nnnlion I his nKUjazim 


The Standard Pen for Railroad Men 



is a 14-K imported 

Fountain Pen of Superior 

Quality and is Guaranteed 

Self-filling. Does away with the old 

time dropper filler and soiied fingers. It wil 

not leak, and may be carried in the pocket without fear 

of soiling. The advertiser just rounding out 15 years 

as one of the boys, knows what a smooth, rapid 

writer means in the daily grind. Packed in 

neat box By Mail Postpaid on receipt of price 

Alpha Fountain Pen Company, 

Dept. A, 1831 Penrose Avenue, Baltimore, Md. 




We cordially invite all employes to inspect carefully the advertising now appearing in our 
Magazine. It is our purpose to offer only such things as will legitimately appeal to the rank 
and file of our readers. All advertising will be rigidly examined before insertion, so that there 
may be no question about its standard. No liquor or other objectionable advertising will be 


$44.80 per page, each insertion; 20 cents per agate line (fourteen agate lines to an inchi. Width of 
column, 16 ems or 2% inches. 

An extra charge is made for preferred position, such as the cover; rates will be supplied on request. 
For further particulars address 

THOMAS H. MacRAE Advertising Manager, 
Railway Exchange Building, - - Chicago, 111. 

JOHN H. POWERS, Eastern Representative, 
456 Fourth Avenue, New York. Telephone 4716 Madison. 


Conductor I. W. Wig-gfins, of the St. Louis 
Colorailo Limiled, Wabash R. K., who has 
carried a Hamilton Watch for 5 years. 


As Right as a 


'The Railroad Timekeeper of America** 

Back of the expression "Hamilton Time" stands an unchallenged 
Accuracy-in-Service record. "Hamilton Time" and " Safety First" 
are railroad phrases that fit well together. 

Over one-half (56%) of the railroad men on 
American Railroads maintaining OfiBcial Time 
Inspection carry Hamilton Watches. 

The Hamilton Watch is made in all standard 
sizes and sold by jewelers everywhere. For 
Time Inspection Service. Hamilton No. 940 
(18 size. 21 jewels) and No. 992 (16 
size, 21 jewels) are the most popu- 
lar watches on American railroads 
and will pass any Official Time In- 
spection. For general use you can 
buy a Hamilton movement from 
$12.25 to $150.00. 

Write for "The Timekeeper** 

It illustrates and describes the vari- 
ous Hamilton models and is & book 
well worth reading if you are think- 
ing of buying an accurate watch. 

Hamilton Watch Company 
Lancaster, Pennsylvania 

Master Builders of Accurate Timepieces 


Please mention this magazine 

-.Lx.l:i Lx-lrr-.l-r-i 


Volume 2 


Number 1 



Address delivered at Deer Park Meeting Daniel Willard 5 

A Good Railway Man From New York State Railways 15 

Record Non-stop Run Made by Baltimore & Ohio Special 16 

How Engineer Krimmelbein Made His Record Run 19 

October— A Poem— Illustrated : Leslie's 22 

The Deer Park Meeting— A Summary of the Two Days' Proceedings 23 

By the Way 38 

Editorial 40 

Get the Habit 41 

Safety Page 42 

Special Merit Roll \ 43 

Exhausts \ 48 

Among Ourselves 50 

Building a Home for Evangelist Jennie Smith 73 

A Representative Baltimore & Ohio Employe 74 

Pullman Porter an Exponent of Safety First 75 

It is a Wise Father That Knows His Own Daughter — Cartoon 76 

A Letter From a Friend, with Comment 78 

Published manthly at Baltimore, Maryland, by the employes of the Baltimore 

and Ohio Railroad, to promote co.Timunity of interest and greater efficiency. Con- 

tributions are welcomed fro-n all employes. M:inuscript8 and photographs >vill be 
returned upon request. Please write on one side of the sheet only. 


PARK, SEPTEMBER 22, ' 1 3 

Mr. Chairman and fellow officers of the 
Baltimore d: Ohio Railroad: When we 
were here in this room a httle more than 
three years ago, I had just recently re- 
entered the Baltimore & Ohio service, 
after an absence of about eight years, and 
while I suppose I knew personally at that 
time a majority of the men who were 
present, I have no doubt that you looked 
upon me then very much as a stranger, 
and were naturally more or less curious to 
know what I would say about the future 
policy of this Company so far as it might 
be affected by my influence. Since then, 
I think you will admit that we have had 
three most strenuous years. When we 
consider the changing attitude of the 
public tow^ard the railroads, with all that 
it implies; the work that we have begun 
and finished, and the demands that have 
been made upon the operating officers to 
move a very heavy business during the 
reconstruction period; and finally the 
problems connected with a most disastrous 
flood, I think I am justified in saying that 
we have just been through three of the 
most strenuous years in the history of 
the Baltimore & Ohio Railroad. 

]\Ir. Thompson has said that today we 
will have but one conference, and I be- 
lieve I am expected to be the chief attrac- 
tion. In order to better emphasize my 
point of view concerning our official rela- 
tions as they should exist, I am going to 
exercise my prerogative, and, regardless 

of the title which you may have at home, 
I officially ai)point all present. Assistants 
to the President. Whatever else you may 
be, 3'ou are today all Assistants to the 
President of the Baltimore & Ohio Rail- 
road, and while it will be necessary for 
you to resume, when you go back home, 
the title you brought here, 3'ou will, 
nevertheless, retain the title of Brevet- 
Assistant to the President, which, of 
course, as you know, means very little 
in authority, and nothing as regards 

I have not tried to arrange a speech, 
because it does not seem to me that this 
is an occasion for anything of that kind. 
I had thought rather to talk along in- 
formally of what we have been doing and 
of the things which together we hope to 
do as co-employes of the Baltimore and 
Ohio Railroad Company. 

One other thought which Mr. Thomp- 
son mentioned should be extremely grati- 
fying to us all. I refer to what he said 
about the comparatively few changes in 
the official roster since last we met, and 
I hope we may be able to retrospect in a 
similar way when we meet here again 
next summer. 

Three years ago I told you, in a general 
way, what we hoped to do. We were 
just getting started at that time, as you 
know, and while in the aggregate, all of 
the men here know all about all the work 
which has since been done, many of the 



individuals know only about that par- 
ticular part of it with which they had 
to do. 

There has been authorized and spent 
for improvements upon the property 
since we were here three years ago, ap- 
proximately $40,000,000, and there is 
$10,000,000 more authorized and some of 
it is now in the process of expenditure. 
It is unfortunate that conditions at the 
present time have made it necessary to 
refrain from starting about $4,000,000 of 
work which has been authorized by the 
Board. I shall later on explain what the 
conditions are which seem to make such 
a policy necessary at the present time. 
We have, however, actually in the pro- 
cess of expenditure, some six or seven 
million dollars; the largest undertaking, 
of course, being the Magnolia improve- 
ment on the Cumberland Division, which 
alone will cost about $6,000,000. 

Those of you whose work has to do 
with the Cumberland Division have had 
an exceptionally hard proposition to deal 
with. You may have heard of the prob- 
lem of trying to put a quart in a pint cup, 
and that has certainly been the task on 
the Cumberland Division during the last 
three years. In fact, that particular part 
of the system ever since I have known 
anything about it, has presented one of 
the hardest transportation problems I 
have ever seen or known on any railroad 
with which I am acquainted. 

During the period mentioned we have 
built in round figures 100 miles of new 
double track, probably 50 miles of third 
track, much of it in the mountains, and 
6 miles of fourth track. We have re- 
moved 5 small tunnels and have built 
several new ones. We now have a 
double track continuously from Phila- 
delphia to Chicago, with the exception of 
about thirty-two miles on the Chicago 
Division, and when we lay the rails on 
the grading that has already been fin- 

ished, there will only be twenty-three 
miles of single track left, and that will be 
protected by electric automatic lock and 

You may be interested in knowing that 
the Chicago Division, upon which we 
have spent a great deal of money in the 
last few years, is now second only, in 
volume of traffic handled, to the Cum- 
berland Division. The Cumberland Di- 
vision has about fourteen million tons 
per mile of road a year, and the Chicago 
Division has between five and six million. 
The extent to which we may develop our 
business on the main line from Chicago 
to New York will depend very greatly 
upon the efficiency of our operations. 

In addition to the $40,000,000 which has 
been spent for the improvement of the 
property, we have received or, with com- 
pletion of deliveries still on order, will re- 
ceive new equipment costing upwards of 
$47,000,000. The total sum, therefore, 
which we are spending on the propert}^ 
and for the purchase of new equipment, 
represents nearly $90,000,000 in the three 

Now, of course, with an improved plant 
we ought to do more business than before, 
and we ought also to do it better, and if 
it were not for the fact that we are able 
to do more business today than formerly, 
and in some respects do it better and 
more economically, we would not have 
been able to satisfy the requirements 
necessary to maintain our credit. 

Three years ago the Baltimore & Ohio 
Railroad earned its fixed charges and 
taxes, paid a 6 per cent, dividend on the 
Common Stock, and had over $4,000,000 
surplus. Let me state that to you again : 
At the end of the fiscal year, June 30, 
1910, the Baltimore & Ohio had earned 
its fixed charges and taxes, paid a divi- 
dend of 6 per cent, on its common stock, 
the same volume of Common Stock which 
we have today, and had between four and 


a quarter and four and a half million 
dollars surplus. 

Since that time certain things have 
happened, and I will tell you what effect 
they have had on the financial condition 
of the Company and you will then under- 
stand better what our problem is. Since 
I became President in January, 1910, the 
wage increases granted have 
amounted to an average of 
nearly S3,000,000 a year, 
and over $4,750,000 for the 
last 3'ear. If today we were 
paying the same wages to 
all men with the same work- 
ing conditions in effect in 
1910, it would mean that 
our pay roll would be 
84,750,000 less than it is. 
That in itself is sufficient 
to more than wipe out the 
surplus which we had in 
1910 after paying dividends, 
so that if we had earned 
during the last fiscal year 
the same amount as in 1910, 
and had been operating on 
the same basis as in that 
year, we would have been 
obliged either to decrease 
our dividends or to effect 
economies, which would 
have been unwise, or at 
least undesirable. That 
$4,750,000 does not include 
any possible increase which 
may be granted to the conductors and 
brakemen by arbitration now in motion. 

Our taxes since 1909 have increased 
already over S700,000 a year, and with 
the increase that will come from the In- 
come Tax and the other adjustments that 
will be made during this present fiscal 
year, will, no doubt, be S1,000,000 more 
than three years ago. Interest charges on 
the 890,000,000 that have been spent on 
the property, on a conservative basis will 

\)v S4,()()0,()()() more, whicli makes alto- 
gether S9,75(),()(H) more that we will have- 
to pay out each year before we can pay 
dividends on our stock, than was the case 
in 1910. There are also other items that 
increase our expenditures. Ties are more 
exjK'nsive today than they were thre(» 
years ago. Our fuel bill l;i>t vcur was 


'This is the forest primeval, the mu.-muring pines and the hemlocks' 

S700,000 more than it was in 1909, be- 
cause of the increased })rice of coal. So, 
including the increased interest charges 
on new capital, it is safe to say that dur- 
ing the present fiscal year we must pro- 
vide, in some manner, about $10,000,000 
more than we did three years ago, before 
we can pay anything on the stock. 
''Well," some have Siiid, "that is all right, 
just cut out the dividends." That has 
actually been suggested in certain quar- 



ters, but I doubt if it would be said or 
even seriously thought of in such a gath- 
ering as this. The fact that we were able 
to get $90,000,000 to spend on the prop- 
erty in the last three year^ meant first of 
all that we had good credit. In order to 
get any money at all we must have credit, 
and in order to have credit we must meet 
our engagements and be able to inspire 
confidence in the people who have money 
to lend. 

In many of the States there are laws to 
the effect that there must be a certain re- 
lation in volume between the capital 
stock and the mortgage debts of a rail- 
road company. I believe it is the law 
now in Massachusetts that the bonded 
indebtedness shall not exceed twice the 
amount of the capital stock, — the ratio 
varies in the different States — so that we 
couid not go on indefinitely borrowing 
money and giving mortgages on the 
property, because after a while, our mort- 
gages would be so much greater in volume 
than our capital stock that the securities 
issued could not be used as legal invest- 
ments by savings banks, insurance com- 
panies and other large concerns, and in 
order to give legal and satisfactory stand- 
ing to our mortgage bonds, we must have 
a certain proportion of stock outstanding 
all the time. We cannot sell our stock 
unless people believe in us, and people 
will not believe in us unless we keep our 
promises, and will not buy our stock un- 
less they believe it is going to be a better 
investment than anything else which may 
be offered at the same time. The last 
census report shows that a much larger 
profit was derived from money invested 
in manufactures and in farm lands, than 
upon money invested in railroads, and 
when people can make more money out of 
factories and agricultural investments than 
they can out of railroads, it is safe to as- 
sume that they will not invest in railroads. 
You would not do it; I would not do it. 

Now, every man in this room is inter- 
ested in the credit of the Baltimore & 
Ohio Railroad. I have spoken of this at 
much length because I want you to thor- 
oughly understand the problem that is be- 
fore us all the time. When I am asked to 
authorize a large expenditure, I must first 
think where will the money come from to 
pay for it, and second, will the results 
justify the expenditure? Will this new 
improvement which we want to make earn 
as much return upon its cost as we are 
obliged to pay for the money? Will we 
come out even? If it costs us 6 or 7 per 
cent, to get money and we can only earn 
four or five per cent., manifestly we had 
better not make the improvement. 

While we have spent $90,000,000 on 
this property since we were here three 
years ago, I have in my office today a 
statement prepared by the Chief En- 
gineer, after careful consideration with 
other members of the staff, showing that 
in the next five or ten years we could 
spend to advantage $225,000,000 more. 
We will not be able to do that, but on a 
conservative basis, we ought to spend not 
less than $15,000,000 a year for the next 
five years, and that will be $75,000,000, 
which in itself is a very large sum of 
money. Now, the problem again ap- 
pears, where will we get the money? 

This last year the Company earned 
from operations $103,330,000, and after 
paying all these increased expenditures 
which I have referred to, had a surplus, 
after paying 6 per cent, on the common 
stock, of one million eight hundred and 
fifty thousand dollars. Now, that is alto- 
gether too small a surplus for such a large 
operation as we are carrying on. We 
should have, with that volume of busi- 
ness, six or eight million dollars left after 
paying our dividends. 

It is the present policy of the Baltimore 
& Ohio Company to put any surplus 
earnings which it may have after paying 

'riii: liAi/n.MoKi': and oiiio kmplomis maca/im 


6 per cent, diviilends, l)aek into tlu> i)r()p- 
erty in the way of improvenicMits. 

We spent $75,000 at ( \nnl)erlan(l two 
or three years ago oveihauHng the i)as- 
senger station. We sjxMit the same 
amount of nK)n(\v at ('ani(h'n Station. 
We (hd not earn any more money he- 
cause of those imi)r()venu'nts. We satis- 
fied a pressing demand of tlie i)ul)H('. 
Now, We should l)e able to make such 
miprovenuuits out of our surplus each 

sharj) reductions in those charges, -it you 
are, 1 want you to remember that we are 
doing it because it is forced ui)on us in an 
emergency. No one is more anxious to 
si)en(l money lilx-rally ui)()n maintenance 
than I am. No one is more anxious than 
I to see our engines, cars and roadway in 
good condition. 

We are seeking at the* present time to 
ol)tain an increase in freight rates. When 
we tried to raise our rates three years ago, 

"P'or us the grassy slopes, the country's airincs.s" 

year aftt^- paying our interest and taxes 
and dividends, Init we cannot do that, as 
things are at the present Wmv. 

I do not want to urge any reduction in 
the maintenance of equii)ment and the 
maintenance of way (^xi)enditures; I want 
to see more new rails laid and more new 
stations erected. I want the Baltimore 
& Ohio Railroad to be safe, and comfort- 
able to ride over, so that it can furnish a 
regular and satisfactory service, a road of 
which every one of us can be proud. 

Now, should it come about — as it may 
— that you gentlemen will be asked to re- 
cUice your maintenance expenditures, and 
you may be called upon to make very 

we were told by the Interstate Conunerce 
Commission that they did not think we 
needed more money at tliat time, and 
they said that, even if we did need more 
money, other business was also bad, and 
that it was not the i)n)i)er time to increase 
oiu' rates. 

The Conunission in elYect said also, 
•*Y()U have not gone ai)<)Ut it in the right 
way, becau.^e you proi)()se to increase 
some of your rates 10 or 1.') ix-r cent., 
whereas you have not increased other 
rates at all." 

Now, we think that today we can >how 
that we need the money, because we have 
had these increasiMl wagt^s, taxes, fixecl 



charges and higher prices in material to 
meet, while at the same time our rates 
have been going down instead of up. Our 
rate per ton per mile this year was five 
and six-tenths mills. The year before it 
was five and eight-tenths mills. 

In the second place, there never has 
been a time when the railroads were doing 
so much business as they are today. 
Therefore, we think we have two points 
with which we can go to the Commission : 
we need the money, and times are now 
good. The Commission said before that 
the Companies did not seek the increase 
in the right way, so this time, instead of 
advancing some races only, we propose 
to advance all rates 5 per cent., leaving 
the relation between rates undisturbed. 

The Interstate Commerce Commission 
is frequently criticised as being hostile to 
the railroads, and it is sometimes said that 
they will decide in any event against the 
railroads and in favor of the people. I 
do not believe that. I know the mem- 
bers of the Commission personally. I 
know they are honest, fair minded and 
intelligent men, and I believe that when 
we go before them this time and fairly 
and frankly state our case, they will see 
our necessities and grant our request. 

Now, what will happen if I am mis- 
taken, if we do not obtain the increase in 
rates? So far as the Baltimore & Ohio 
Company is concerned, we will not start 
any new work of importance until we are 
in a better financial position than we are 
at the present time. As I have already 
stated, we may have a million and a half 
surplus next year. That we will spend on 
the property, if we have it, but that is all 
we will spend for improvements. Going 
from an expenditure of $90,000,000 in 
three years, or $30,000,000 in one year, 
doT\Ti to $1,500,000 a year is a big drop. 

We have been spending a considerable 
sum of money each year on our passenger 
coaches for the purpose of keeping them 

varnished and clean and in creditable 
condition. A passenger coach will be just 
as safe if it is not varnished each year. 
True, it will not look as well but it will 
be quite as safe. All our stations have 
been painted in the last few years. We 
can get along without painting them again 
for some time. They will be perfectly 
safe; they will answer every purpose, but 
they will not look as well. We can get 
along with perfect safety and give good 
service without putting down one new 
rail or one yard of ballast during the next 
twelve months. Our road will be just as 
safe as it is now, although it may not be 
as smooth. We will certainly do all we 
can, but we will not spend anjrthing for 
improvements except such as are neces- 
sary for the safety of our service. We 
would not, in any event, permit anything 
to happen which would interfere with the 
safety of our operation. 

If your personal expenses were in- 
creased and your income went down, you 
would do exactly as we are doing. If you 
owned your house and your expenses and 
taxes were greater this year and your 
wages no higher, and perhaps lower, you 
would very likely let your house go an- 
other year without painting it. If you 
wanted to build a new fence around your 
farm and you had not sufficient funds 
with which to do it, you would probably 
let the old fence stand. Every man in 
this room today is just as vitally inter- 
ested in maintaining the credit of the Bal- 
timore & Ohio Railroad Company as I 
am, because it is absolutely essential for 
our future welfare. I have told you in a 
general way what we have done, and also 
what we would like to do. I am now 
going to talk about some other matters 
that affect all of us, and particularly 
about our relations to the public. 

It is generally recognized today that 
railroads are semi-public institutions 
charged with certain public duties to per- 



form, and tlie public will insist that we 
serve it safely and satisfactorily whether 
we make anything while doing so or not, 
but it is to be assumed that the public 
will be fair enough in the end to give us a 
fair and reasonable return for the service 
we render. Now, if railroads are semi- 
public institutions, you and I and every 
one of us are semi-public servants charged 
with certain duties to the public, and the 

who have been discharged for cause, and 
they press matters so hard that officers 
sometimes yield against their better judg- 
ment. Practices are allowed to go on that 
should not be permitted for a moment. 
For that reason 1 admit that the labor 
union at times makes it more difficult to 
preserve discipline. But it does not make it 
impossible. I have no sympathy with the 
officer who says ''I cannot maintain dis- 




first duty that we owe to the pubhc is 
safety. We must give the public safe and 
satisfactor}' service, and in order to do so, 
there must be an efficient operating or- 
ganization. There must be thorough dis- 
cipline. Discipline must be fair, but it 
must be strict. If discipline is not strict 
and well maintained, we cannot success- 
fully operate a railroad. It has been con- 
tended by some that the labor organiza- 
tion has destroyed discipline. I have 
never been willing to admit that. I be- 
fieve that labor organizations sometimes 
mistakenh' press matters too far. They 
seek to get men reinstated, for instance. 

cipline because of the labor unions." 
Labor unions are here to stay, but 
whether there are labor unions or not, we 
must have discipline and safe operation, no 
matter how difficult the problem may be. 
No officer of this Company shall sa}' that 
he cannot maintain discipline or operate 
his trains safeh' because of labor unions. 
He must maintain strict discipline and he 
must be fair, and if he does that he ^^^ll be 
sustained and supported to the utmost 
limit. I have no reason to believe that on 
the Baltimore & Ohio Railroad there is 
any general disposition on the part of the 
train and engine men to oppose good dis- 



cipline. We are running our trains over 
the mountains and over divisions that are 
frequently obscured by fogs, and I think 
upon the whole, we are doing so with 
much success, and that would certainly 
not be the case unless the men in charge 
of our trains were careful and alert, and 
fully alive at all times to the importance 
of obeying the rules. I speak at length 
upon this subject because it is much in the 
public mind at the present time, and I 
want every man in this room to know 
exactly what the policy of this Company 
is in that connection. 

It has sometimes been said that in the 
past this Company made contracts with 
its employes and then did not live up to 
them. Anyone who has talked with me 
about it knows that the policy of the 
Company at the present time is that when 
we make schedules we will try to make 
them as satisfactory to both parties as 
possible, but having once subscribed to 
the terms of the contract, it must abso- 
lutely be lived up to in every respect. If 
we carry out that policy, then we are en- 
titled to the honest, intelligent and loyal 
service of our employes. We have a right 
to expect it, and my experience is that we 
will get it, but we cannot expect to get it 
on any other basis. That is the policy of 
the Baltimore & Ohio Railroad. The 
men in its employ are to be treated fairly, 
but they will be expected to do a good 
day's work for a good day's pay. I am 
willing to stand on that platform. 

When I was in the Baltimore & Ohio 
service before, I had frequent occasion to 
notice the evils growing out of the custom 
—not the policy, but the custom— of 
partisan associations. I found one thing 
much in evidence here that I never found 
to the same extent on any other railroad. 
I found Cowen men, Murray men, Under- 
wood men, Fitzgerald men, etc., but there 
was not much said about Baltimore & 
Ohio men. There were too many differ- 

ent cliques among the men in the Balti- 
more & Ohio service. That is why, today, 
I appoint you all, Assistants to the Presi- 
dent, and by doing so I wish to wipe out 
or supersede every other allegiance you 
may have. You are all Baltimore & Ohio 
men, not Thompson men, or Galloway 
men, or Bankard men or Willard men, 
but Baltimore & Ohio men. So far as I 
am concerned, every man in this room is 
my man and is on my staff, and every 
officer of this railroad is my officer. If 
he was appointed before I came here, I 
accepted him when I came, and if he has 
been appointed since I came here, his ap- 
pointment had my approval. Every officer 
and employe of this Company is my man 
today and all are Baltimore & Ohio em- 
ployes, whatever else they may be. Let 
us try to operate this railroad and carry 
on its affairs in such a way that we would 
prefer to have it said that we are of the 
Baltimore & Ohio rather than Smith, 
Jones or Brown men. We should all be 
proud of our connection with the Balti- 
more & Ohio Railroad. 

There are two more subjects of which I 
want to speak. I can hardly separate 
them. They are economy and efficiency. 

Three years ago when we were having 
our rate hearing, a distinguished lawyer, 
Mr. Brandeis, stated at the hearing that 
he believed, as a result of his inquiries, 
that the railroads could save $1,000,000 a 
day in their operation, and he said if they 
did, it would not be necessary to raise 
their rates. That statement was imme- 
diately taken up by the public, and it has 
been drilled into us from every direction 
ever since, and notwithstanding the fact 
that nine hundred days have passed, they 
still say we can save $1,000,000 a day. 
Well, perhaps we can. I will tell you 
some of the things, however, that we have 
done, and what we have saved. 

You will remember what I said to you 
three years ago about what you might, in 



my ()j)ini()n, do in the way ut" iiicrcascd 
train load. 1 think 1 said that you could 
get your train load up to 500 tons. Last 
month, for the system, it was GSO, 1 am 
more than gratified by your achievement. 
It is true you have larger engines and 
better facilities, but the larger engines 
and the better facilities in themselves do 
not account for all that has been done in 
the wav of increased train loatl. The 

year emling June 'M), 1*J10, the Baltimore 
cV: Ohio Railroad moved twelve and a half 
billion tons one mile. The freight train 
mileage in 1910 amounted to 27,000,000 
miles; this year the freight train miles 
were 23,000,000. If our train load this 
year had been the same as it was three 
years ago, we would have been obliged to 
run 9,000,000 more train miles than we did 
run. in orthT to move the increased bu<i- 


"Pleasant the sun 
When first on this delightful land he spreads 
His orient beams on herb, tree, fruit and flower" 

Cumberland Division grades are just the 
same today as the}' were three years ago. 
I think at that time the average train 
load on that division for a given month 
was 589. It has since gone over 940 tons. 
On the east end I think the record is 1115, 
and on the west end, under Kelly, it has 
gone up to 656. On the Cleveland Division 
the record is now 1034, and on the wliole 
main line district over 730 per month. 

\Miat has been the effect of that in- 
creased train load? During the fiscal 

ness, and at an average cost of approxi- 
mately 50 cents per mile, it would have cost 
84,500,000 more to operate the Haltimore 
& Ohio Railroad last year than it did cost, 
and it would have left us with a deficit of 
nearly .^3,000,000 after paying dividends. 
I believe there is not another instance 
in the United States where the men in the 
operating department have a similar rec- 
ord of accomplishment in the same length 
of time — where a body of men. many of 
whose faces I look into now, by their efforts 



and ability and attention to business, 
have been able to save their employers 
$4,500,000 a year. And, on behalf of the 
Baltimore & Ohio Company, I want to 
thank every man here for what he has 
done in that connection. 

That, gentlemen, is one of the larger 
economies, but there is a great deal to 
be done along less important hnes. 
We realized three years ago, however, 
that the greatest immediate economy 
for this Company was to be found in the 
increase in the train load. We knew that 
the train load was too low. We investi- 
gated the matter and then went ahead to 
correct it. 

I do not think we have exhausted the 
possible economy in the use of fuel. I do 
not think we have exhausted the possible 
economy in the use of materials gener- 
ally. I have thought that we permitted 
too much money to be tied up in scrap 
along various portions of the line. Our 
scrap sales run into millions of dollars a 
year. The sum is so large that we can- 
not afford to permit material of that kind 
to lie around, first because we need the 
money, and secondly because it subjects 
every one of us to proper and just criti- 

Last spring the Baltimore & Ohio Rail- 
road sustained the greatest damage in its 
history by the flood in the central West. 
We estimated it would cost from two and 
one-half to three million dollars to repair 
the damage. I think the estimates of the 
engineers on the ground were well up- 
wards of $4,000,000, but we reduced their 
estimate to something within $3,000,000. 
I am inclined to think now that we were 
wrong and that the amount should have 
been between $3,500,000 and $4,000,000. 
In addition to that we lost possibly $2,- 
000,000 in business. Our officers and men 
met that condition in a most satisfactory 
manner. It is not too much to say that 
the officers of this Company, and prob- 

ably many of the men in the ranks, if it 
were known, did work at that time which 
was really eventful in the way of quick 
repairs and meeting difficult situations. 
The road was restored to operating condi- 
tion within such a short time as to meet 
all reasonable expectations. The Com- 
pany lost something over a mile of steel 
bridges; it had over 400 miles of track 
under water at one time, and our reports 
show over 179 miles of track washed out, 
and 3; 000 miles of road out of service at 
one time. Our expenses were going right 
along; we had to provide $135,000 a day 
to meet our pay roll. We had unusual 
expenses in addition to that. We ran 
trains over other lines and did everything 
to restore our service as quickly as pos- 
sible. Notwithstanding all the obstacles 
with which we had to contend, we were 
able to come out of the year with our full 
dividend earned and a small surplus. 
This should also be a matter of pride to 
all Baltimore & Ohio employes. I wish 
to assure you again of my appreciation of 
your loyal support and to congratulate 
you upon your accomplishment during 
the last three years. 

It is possible for the men in this room 
by lack of attention and indifferent ser- 
vice to cost the Baltimore & Ohio Rail- 
road $5,000,000 in loss of business in the 
next twelve months, and I believe it is 
also possible by your personal attention 
and inteUigent efforts to increase our 
business a similar amount in the same 
time. The progress we make depends 
largely upon the character of the team 
work we do. When I was a subordinate 
officer, things would sometimes unexpect- 
edly happen, and I often hesitated and 
wondered what action my superior officers 
would want me to take. Perhaps I did 
not act at all, although I could have done 
the right thing if I had only known what 
was wanted. Now, I want every man 
who has anything to do with this railroad 



to kilow the policies, the stanchirds and 
the ideas of the management just as well 
as I do, so that in case of emergency, he 
will know what to do. The doing of 
things nearly all the time right, instead of 
much of the time wrong, will have a very 
great influence upon our results. I would 
much rather have you do something and 
do it wrong occasionally than not to do 
anything. Of course, you must be right 
most of the time. Otherwise it will appear 
that you are in the wrong business, but 
that is just as true of me. It is true of the 
captain of every ship; it is true of every 
general in the army, it is true of every 
man in an executive position. 

Finally, I wish to explain to you before 
I close, my ideal concerning the future of 
the Baltimore & Ohio Railroad, because 
we must have an ideal if we expect to 
make any real and consistent progress. 

I want to see this railroad so managed, 
maintained and operated that those who 
travel will prefer our line because they 
feel confident of a safe and comfortable 
journey. I want to see our freight service 
brought to such a standard as to fully 
meet the reasonable expectations and re- 
quirements of our shippers. Nothing will 
do more to increase our business, and con- 
sequently our earnings, than regularity of 
freight service. I want the Baltimore & 
Ohio Railroad to so serve the communities 
depending upon it for transportation, that 

they will look upon us as their friend and 
partner — a i)artner in fact, whose welfare 
is so closely related to theirs that one can- 
not permanently prosper without the 
other. I want the employes also to feel 
that the Company is their friend and may 
be depended upon to treat them fairly 
and considerately at all times, and I want 
those who hold our securities to feel — and 
justly so — confidence in our management, 
and be willing to respond when necessary 
to our requests for new capital. Such is 
my ideal. However, it will be absolutely 
impossible for me to realize it unless 3'ou 
also make it yours, and even then it will 
be impossible of attainment unless we 
have the hearty and loyal cooj^eration of 
the many thousands of employes who 
under your general direction, constitute 
the industrial army of the Baltimore & 

The ideal I have outlined is high, and 
the task it involves is great, but that 
simply makes the problem all the more 
interesting. Speaking for myself, I would 
continue to strive for it even though 1 had 
to do so alone, but I am not alone. I feel 
confident that I shall have not only your 
support, but I also believe we will have 
the hearty cooperation of our great army 
of loyal employes, and if I am right in this 
belief, we will succeed. Let us all strive 
to realize the ideal I have outlined. Let 
us make it the "Baltimore & Ohio Way." 

A GOOD railway man is one wlio is always on the job. This imi)lies 
vigilance, alertness, politeness and intelligence. 
He avoids accidents b}' keeping his eyes open and taking no chances. 
He earns the good will of the public for himself and for his comi)any by 
treating his passengers with courtesy and politeness. 

He safeguards the interests of the company by ])utting brains into his work 
and by grasping every opportunity- to ])ush the business of the conij^auy. 
There's room at the top for good railway men. 

imnk it over! — From Xew York State Railways, Utira-SuTamse Lines 


ON September 19th, the Company fortable ride, notwithstanding the fact 

was called upon very suddenly that this section of the road usually makes 

to handle a special train carrying a hard trip on account of the tunnels, 

Mr. George W. Stevens, President of the bridges, etc. 



*"^'"' ■''■"-"' 


-- :- - 


.#?/ ; 

-v' \ 



^c/ ^ 

/ ^ 

■/ "■ ^ 

-x_,^ ' 


'<■ . 

\.^.,. ;• ■■-- 

■/ p_,, ,__ .. J 

^ : 


Chesapeake & Ohio R. R., Mr. Frank A. 
Vanderlip, President of the National City 
Bank of New York, Ex-Senator Watson 
of West Virginia, Mr. Frank Trumbull, 
Chairman of the Boards of the Chesa- 
peake & Ohio and of the Missouri, 
Kansas & Texas R. R., Mr. J. H. 
Wheelright, President of the Consolida- 
tion Coal Co., Third Vice-President 
Thompson and General Manager Gallo- 
way. The management is very much 
pleased with the manner in which the 
service was performed and with the 
favorable comments from those in the 

The preceding night's run from Hunt- 
ington to Fairmont was scheduled and 
handled so well that the men who made 
that part of the trip had a very com- 


The notable feature in connection with 
the daylight trip from Fairmont to Wash- 
ington was the fact that the train was 
operated without a stop from Grafton to 
Cumberland and from Cumberland to 
Washington; and those on the train, all 
of whom have traveled widely and have 
spent most of their lives in railroad ser- 
vice, stated that it was one of the most 
extraordinary and at the same time satis- 
factory runs they had ever seen. The 
Company takes just pride in such a per- 
formance and appreciates the efforts of 
the officers and employes who brought 
such credit to the road. In view of the 
fact that the notice was very short and 
that little time was allowed for prepara- 
tion, it is especially pleasing to obtain 
such results. 



TIktc follows ;i statement sliowin^ tlic per liour. Tlic most iiotahlc Icaturc of 

time of the train at the more important tlie run is tlic remarkaljle uniformity of 

points, with the tinu^ on the run. time average speed between stations as shown 

betwe(>n stations and the averaiic miles in this table. 



Fairmont . . . 
Grafton .... 
Thornton. . 
West End.. 
Terra Alta 
Oakland .. . . 
Altamont . 
Piedmont . . 



Total Time. 

Time on Run 

Cumberland. . . . 
Green .Spring.. . 


INIartinsburg . . . 


Washington Jet. 
Washington . . . . 

Total Time 

Time on Run 


10. 3S am 

11.22 am 

11.34 am 

n.r,9 am 

12.14 am 

12.46 am 

1.00 pm 

1.14 pm 

1.46 pm 

1.53 pm 

3.51 mins. 

3.44 mins. 

2.32 pm 
2.57 pm 
3.26 pm 
4.25 pm 
4.54 pm 
5.11 pm 

3.45 mins. 
3.42 mins. 

Grand Total Time . . 
Grand Total on Run. 

7.36 mins. 
7.26 mins. 

11.15 am 

2.29 pm 

2.29 pm 

6.14 pm 







.Milf.s per Hour 


37 mins. 

35 '64 


12 mins. 

27 48 


25 njins. 

31 03 


1." mins. 

29 . 50 

12 3 

32 mins. 

23 08 


14 mins. 

45. (XJ 


14 mins. 


14 5 

32 mins. 

27 . 27 


/ nuns. 



36 mins. 


3.44 mins. 

zo mms. 
59 mins. 
29 mins. 
29 mins. 
17 mins. 
1.03 mins. 

3.42 mins. 

7.26 mins. 


46 . 74 


It is the wish of the Company to compliment and thank heartily every employe 
who assisted in any way to bring about this splendid performance. The names of 
thedivision officers and of the men in the crews handling this train are as follows: 

Points between Engine No. Engineer 
2007 J.K.Cabel 

to Grafton 


Fireman Conductor 

H. H. Hauley S. G. Fletcher 

r'cumberland ^^^^ A.W.Stanhagan E.D.Calhoun J.P.Burns 

2168 L. Krimmelbein J. W. Simmons J. Koontz 

2168 L. Krimmelbein J. W. Simmons J. Koontz 


to Sleepy Creek . . 

Sleepy Creek 

to Brunswick . . 


to Washington Jet . 

Washington Jet. 
to Washington, D. C. 

2168 L. Krimmelbein J. W. Simmons J. Koontz 

2168 L. Krimmelbein J. W. Simmons J. Koontz 

R. A. Murphy 

W. M. Rickev 


J. M. Scott 

J. W. Kelly 
M. A. Carney 

J. W. Kellv 
0. H. Hobbs 
L. J. Wilmoth 

E. C. Shipley 

J. W. Kellv 
0. II. Ilobbs 
L. J. Wilmoth 
E. C. Shipley 

0. II. Hobbs 
H. Hambleton E. C. Shipley 
L. J. Wilmoth 

G. K. Seibert 
J. C. Kennedy 

D. P. Cubbage 
C. A. Fceser 

H. Hambleton 

After record run from Grafton to Washington, September 19 



HOSE engineers at 
Riverside will say 

'there's that d 

Dutchman who got 
his picture printed 
in the magazine." 

I had been trying 
for five days to get in touch with Engineer 
Krimmelbein. I had written him three 
letters, asking him to come to my office 
so that we could get his photograph. 
Finally I had enlisted the services of his 
Divisional Superintendent in my efforts 
to reach him. On his eventual appear- 
ance, therefore, I was not altogether 
surprised when he greeted me with the 
sentence which starts this article. And 
if an}' who read this think that he is a 
publicity seeker, take my word for it 
that it is harder to get him to talk than 
it is to make time when the thermometer 
hits zero. 

Mr. Krimmelbein is an unusually 
modest man. He shook hands with me 
laconically, sat down in the proffered 
chair and gazed out of the window as I 
tried to interest him in my proposition. 
I leaned forward with the assurance of a 
cub reporter, and said: 

''Mr. Krimmelbein, j'ou made a remark- 
able rim the other day from Fairmont to 
Washington. Did j'ou know that it 
created quite a sensation among the offi- 
cials on the train?" 

His face failed to light up with the en- 
thusiasm I had expected, and as at the 
question, he deigned a studied appraisal 
of my person, thinking I had not been 
forceful or clear enough, I blundered on — 

"Yes, you see, er — ah, you see, there 
were some big men with you, Mr. Van- 

derlip. President of the National City 
Bank of New York, Mr. Trumbull, Ex- 
Senator Watson," and I ran on through 
the list bringing up quite breathlessly 
with the names of our o^vn Mr. Thomp- 
son and Mr. Galloway. Surely, thought 
I, this will impress him. And it did, 
though not in the way I expected, for 
after a pause, brief but pregnant with 
meaning, he looked at me impatiently 
and said: 

"What do you want with me?" 

Realizing by that time that he was not 
appreciating my vocal fireworks I re- 
sponded bluntly: 

"We want your picture in your — " 

Here he interrupted with the crushing 
reply which starts this article and a very 

"I don't want my picture in the maga- 
zine. " 

"But, ^Ir. Krimmelbein", I urged, 
"your comrades know you would be the 
last man in the world to want 3'our pic- 
ture published. We've got to print the 
record of the trip and we need your photo- 
graph to go with it." 

By this time an inspiration cut short 
my blundering. I had been studying his 
face with the hope of finding an answer to 
my problem. Like a flash it came to me 
in a sudden recognition of the striking 
similarity between him and another Ger- 
man mechanic I know — the man who 
built the motor which won the first Van- 
derbilt cup race; a careful, thorough, bril- 
liant but undemonstrative engineer, who 
would talk pistons and cams, make and 
break or jump spark ignition with you for 
hours, but who hadn't a word to say about 
his own accomplishments. So I changed 
my tactics abruptly and said inquiringly: 




"They tell me your engine was in splen- 
did condition for the trip?" This chal- 
lenged his interest and pride immediately 
and he replied ; 

"No, that is not exactly right. It had 
to be in good shape to make the run, 
but if it had been in perfect condition, I 
could have gone right into Baltimore 
without taking on water. You see, its 
the same with engines as with enginemen. 
They're never just right when they're new, 
and its only by constant study and ex- 
perimenting that you can get and keep 
them up to the standard. Take me, for 
example — a fireman from 1887 to 1889 
and an engineer with our road ever since — 
yet it wasn't until four or five years ago 
that I got into my present stride. 

" ^Why?'"youask. I can't tell exactly . 
Probably the greatest efficiency comes to 
different men at different times in their 
lives. It took fifteen years of theoretical 
study and practical experience for me. 
Don't let any one tell you that theory 
without experience, or vice versa, makes 
a finished engineman. It takes both. 
And it takes a continual study of both to 
keep him a finished engineman." 

Here Mr. Krimmelbein's eyes lit up 
with enthusiasm as he continued quietly: 

"In my opinion, some men are not 
adapted as well as others to their work. 
You, for instance, may think you are cut 
out for your job. But a year from now 
you may not think so. Its this way with 
enginemen. They've got to get into the 
spirit of their work to make the highest 
success of it. And sometimes this spirit 
does not come until after years of study 
and experimenting. Then it hits you all of 
a sudden, and you know your hard work 
of preparation has been worth while. 

"You want me to tell you how I made 
what the officials are kind enough to call 
a remarkable run? That is impossible. 
You could not understand even if you had 
been in the cab with me. When I am at 

the throttle I am a part of my enghie. I 
feel what it feels, hear what it says, and 
try to adapt my movements to every 
changed condition. An engine is just 
like a great big race horse. When its 
right, you can drive it to the limit, but if 
you're wise, j^ou won't, for no machine, 
human, animal or mechanical, can go the 
very limit without a strain that will tell 
in the long run. Men talk about driving 
engines, but to get the best results, you've 
got to coax them. It doesn't take any 
skill to open up and let 'er go, but it does 
to make good while holding down a bit, 
and its a lot more satisfying, too. Then 
you feel that you've done something worth 

'In one way it seems harder to make 
time today than it used to. Years ago 
we had rules against excessive speed, but 
they wern't enforced as they are now. If 
you were late from any cause whatsoever, 
practically the only speed limit for the 
train was the speed limit of the engine 
and the engineer's judgment. And as 
he was under great pressure to hold to his 
schedule, naturally his judgment was 
not always good. Now there's a check 
on all enginemen in the speed tapes which 
go to the general offices for inspection, and 
we have to keep down to the limits order- 
ed. But with the Pacifies and other big 
engines on the road now, there is really no 
need for excessive speed on down grades 
and level stretches, for there is a surplus 
of power almost always at hand which 
makes the up grades as easy to take as the 

''Furthermore, we know that Mr. Wil- 
lard and the other officials will not stand 
for the exceeding of our present sensible 
speed limits. If we are late, and can't 
get in on time without breaking a speed 
rule, we know that we have to get in late. 
The enforcing of these rules is one of the 
best things the Company has ever done. 
It saves life and limb, makes us work to- 



got her to make the best averages possible, 
is easier on 3'our nerves, and saves a lot of 
wear and tear on rolling stock and track. 
If there was anything remarkable about 
our run the other day, it was that in mak- 
ing a good general average, we did not 
reach our speed limit at any time. Curves 
were taken slowly, the hills easily and the 
whole run was a comfortable one. We made 
on easy stretches to help us on hard ones. 

''From Cumberland to Green Spring, 
on account of track conditions we had 
to run on reduced speed. Then I 
knew just what we'd have to do to 
make Washington on time. And I was 
planning all the while just how fast to 
travel over the various stretches. I 
would be a poor one not to know ever}- 
foot of that route. You've got to know 
this to get the best results. Then there 
are a hundred other things to consider — 
not consciously, of course, for they come 
to you like second nature. Next to your 
engine the grades are the most important 
things. It isn't the up grades only — for 
by careful handling you can save enough 
on a down hill run to help you over the 
next incline without wasting a pound of 
steam. Then j^ou've got to figure on cut- 
ting out for curves at the right time, on 
saving your air in breaking, on friction — " 

''Friction" — I broke in, "what friction 
do you mean? Certainh' not air friction! " 

" Yes, air friction. It msiy sound foolish 
to you, but if you stuck your head out of 
the cab when you're trying to make time 
and the wind is coming twenty-five miles 
an hour the other way, you'd know pretty 
well what T mean. This condition has to 
be met and there is only one best way of 
doing it. And the best way is possible only 
through constant watchfulness and study. 

"When 1 step into my engine cab, usu- 
ally nothing is on my mind except the 
schedule and a natural anxiety about 
holding it. And it makes no difference 
what kind of a schedule it is, regular or 
special, my whole thought is on the work- 
ing of the engine and the run. If I had 
had a light load of empties the other day 
and had been asked to make the same 
time, exactly the same kind of a run 
would have been made. Perhaps you 
know that while we were on that trip my 
wife w^as desperately ill, about to undergo 
a dangerous operation, in fact. With 
this worry and the natural strain of thr 
trip, I was keyed up pretty high. Of 
course, an engineman is always under a 
certain amount of strain, lie may not 
think it. Its just unconscious. But its 
there just the same whenever he gets his 
hand on the throttle and no matter what 
he is hauling. He is always determined 
to get the l)est \\ork out of his engine." 

As Mr. Krimmellxnn got up to leave. I 
hinted that a ride in the cab withhimfrom 
Cumberland to Baltimore would please 
me morc^ than anything I could think of. 

"W(*ll." he replied as we shook IkukU 
cordially, "if you get the necessary j)er- 
mission, I'll take you. But remember 
that you'll have to side track your ques- 
tions. A cab is no place for an interview. 
Furthermore, you've already gotten more 
out of me than I even expected to tell you. " 


By Frank E. Hill 
Through the pale sky of early night 

Shadowy, sinuous. 
With one inquiring eye of light 

Steadily luminous. 
Over the trestle, past star on star, 

It hurries on, 
Calls like a friend that shouts afar. 

And so is gone. 

—The October American MaQozine. 


Where is she now, my Indian maid, 

October, of the laughing eyes? 
She met me in the woodland shade, 

Gaudy with red and yellow dyes. 
Light foot, we trod the leafy floor. 
Light hand, adept in forest lore, 

That rustled crisp beneath our tread; 

She plucked from out their fragrant bed 
The spicy beads of wintergreen. 

Whose scarlet corals nestled there; 
And showed me shyly, where to glean 

(Though hidden deep, with jealous care) 

The chattering squirrel's nutty hoard. 

We blew the thistle's feathery floss, 
And once unearthed old Winter's sword, 

Half buried 'neath the soft brown moss. 
And, then one day, her brilliant dyes 

Of red and gold began to fade; 
The laughter died within her eyes, 

And she grew sad, my nut-brown maid; 
In vain I coaxed her back to play. 

My little comrade, laggard grown; 
Before I knew, she fled away, 

And left me in the woods, alone! 

Pauline Frances Kemp, in Leslie's, 



HE spacious reception 
room of the Deer 
Paik Hotel was a 
busy place on Mon- 
day morning, Sep- 
tember 22nd. Some 
of the Baltimore and 
Ohio men, who had 
arrived the night before, were sitting 
and standing around in small groups, 
chatting about their early railroad days 
or discussing the possibilities of the two 
days' convention before them. Others 
dropped in at intervals as the specials 
or regular trains deposited them on the 
beautiful grounds in front of the hotel. 
There was much handshaking and inter- 
change of greetings. Old-timers were 
surrounded b}^ the younger men on their 
staffs and held informal receptions. 
Several of the officers and their assis- 
tants were on the job early with a cheery 
" good morning " and a '' glad to see 
you" for every one who could get near 
them. Here and there w^as one but re- 
cently come with the road, usually a 
young man — lost in the maze of new faces ; 
and with him, perhaps, a veteran intro- 
ducing him to the other old boys at the 
rate of about ten a minute and succeeding 
in confusing him completely. 

The open hearths at either end of the 
room were popular places with the new 
arrivals — for the morning was cold' and 
grate fires take the chill off men's 
bodies the while they are warming their 
souls. The swinging doors of the dining 
room beckoned an invitation to come and 
enjoy the hospitality inside. Bell boys 
piled bag after bag in front of the clerk's 
desk. Uniformed messengers distributed 
important little envelopes with the non- 

chalance born of experience, and the 
steady ''click click" of the instruments 
came from the telegraph office in one 
corner of the room. 

When nine o'clock came, a quick trans- 
formation had taken place. The meeting 
room in the south wing of the hotel was 
the official assembly hall, and as Third 
Vice-President Thompson, the presiding 
officer, with his staff grouped about him 
in the front of the room, called the meet- 
ing to order, only the subdued murmur of 
expectancy could be heard. 

Mr. Thompson's opening remarks were 
brief and to the point. 

''Railroad conditions have changed 
radically since our last meeting held here 
three years ago. Greater efficiency in 
operation has been obtained on the Balti- 
more and Ohio during the interim, but we 
are face to face with new and engrossing 
problems. This convention was called 
for the purpose of discussing ways 
and means of solving them, for the 
making of plans for increased efficiency, 
and that we may all get to know each 
other better. 

''It is a significant fact, to my mind, 
probably not having quite a parallel in rail- 
road history, that most of the officers in 
the Operating Department who were pre- 
sent at the meeting in 1910, are here with 
us today. That is one of the policies our 
President outlined to us three years ago. 
I believe we are all ver>' grateful for that. 

"Another thing upon which we can be 
congratulated is the fact that, notwith- 
standing the President's many duties 
today, in the physical valuation of rail- 
roads and in the question of rates, he has 
come here and given up his time for the 
purpose of getting better acquainted with 




all operating officers, that he is personally 
acquainted with the officers of the var- 
ious departments, knows their ability, 
and how well they are filling their posi- 
tions with the Company. That cannot 
be generally said of railroads today, I 
believe. He certainly needs no intro- 
duction. Gentlemen, Mr. Willard."* 

Some of us had never heard Mr. Wil- 
lard speak, a few had never seen him, and 
as he rose from his seat in the front row to 
acknowledge Mr. Thompson's brief intro- 
duction, great interest was manifested in 
the man himself. Through the mind of 
every person in the room flashed the 
thought ''from track laborer to presi- 
dent," and the query ''how did he 
achieve such undeniable success." The 
answer came quickly. 

Three short steps took the President 
from his seat to the front of the speaker's 
table. After a quick bow to his fellow 
officers, he faced about and flashed a 
glance over the assemblage. Then his 
head dropped forward slightly and for the 
fraction of a minute his eyes were rivited 
on the floor. Was he hesitating about 
how to tell his story most forcibly to his 
fellows? Did lic determine in that brief 
moment upon the final outline of his 
speech? Perhaps; but if that instant's 
hesitation meant temporary indecision, 
all traces of it vanished as he raised his 
head and with engaging smile, launched 
into the exhaustive talk which every man 
in the room soon realized was nothing 
short of epoch making for the Baltimore 
and Ohio Railroad. 

Of medium stature, spare and wiry, 
straight as an arrow and poiseful, it is per- 
haps in the flash of his wide-seeing eyes 
that we get best the physical revelation of 
the mind and soul beneath. 

With nervous energy balanced by de- 
liberate judgment, with the clearness of 

Mr. Willard's speech starts on page 5 of this issue. 

the logician minus the verbiage of the 
pedant, with an orderliness of procedure 
peculiar to the seasoned debater, with 
sharp enunciation and penetrating but 
well modulated voice, President Wil- 
lard's profound mind reveals itself in words 
of one syllable. The opposite of oratori- 
cal in his style, his gestures few but tefl- 
ing, his command of language large and of 
uncommon clarity, with the exactness of 
a great lawyer and the vision of a prophet, 
he carried those two hundred and fifty 
hard thinking, practical and experienced 
railroad men with him for the better part 
of two hours by the sheer strength of 
his intellect and the earnestness of his 

To attempt a summary of his speech 
would be like cutting a movement from 
a beautiful symphony or blotting a figure 
from a painted masterpiece. Every para- 
graph was directed to the central theme 
that "increased efficiency is the only sure 
solution of the railroad problem." He 
painted a striking picture of the present 
railroad situation, showed how wonderful 
economies had been obtained since he 
came with the road — how greater econo- 
mies in the same and other directions are 
attainable in the future. His illustra- 
tions were singularly illuminating, his 
fund of information amazing, his analy- 
sis of future developments absolutely 
convincing. He referred to notes but 
once during his speech, and then only to 
impress with the exactness of a few im- 
portant figures; never once did he deviate 
from his logical outline; no superfluities 
marred the strength of his argument; and 
from first to last he talked like a comrade 
to his fellow workers without resorting to 
a single familiarity, or abating one jot 
the pervasive impression that here was a 
man eminently qualified to plan, to lead, 
to direct — the very personification of the 
present great railroad problem — and its 


It is hard to conceive of any huniaii 
being who could have left that room witli- 
out a firm determination to work harder 
and more intelligently for the Company. 
And if time lacked for extended congrat- 
ulations from every man present, Mr. 
Willard could not help but feel that there 
was a sincerity of purpose stamjx^d on the 
faces, and a warmth of grip in the hands 
of those whom he greeted, which promises 
a large measure of success to the road. 

When Mr. Willard had conchided, Mr. 
Thompson said : 

''On the way to this meeting, Mr. Wil- 
lard said to me that he had not prepared 
his speech and that he just wanted to 
talk to the men; that if there were any 
parts of our system or policy which we 
wanted to know about and which he had 
not explained, would we kindly ask him 
and he would explain them to us. He 
wants every one to know what he has to 
do and what part of the work he wants us 
to do. Is there any one who can think of 
anything to ask? 

"Let me say just one word, then. In 
speaking before Mr. Willard addressed 
you, I touched lightly on the thought 
that many of us who were here in 1910 are 
here today. It strikes me very forcibly 
now, after his talk, that inasmuch as the 
President has placed so much confidence 
in us, there is no better way to show our 
appreciation when we leave Deer Park 
than by working for and obtaining those 
results for which he asked." (Great 

Mr. Thompson then declared a recess for 
the afternoon, and after a splendid dinner, 
each man followed his own inclinations. 
Some took cross country walks through 
the beautiful Deer Park section, others 
measured their skill at bowling or l)ill- 
iards, or their prowess in the swimming 

Railroad men never showed their pro- 
verl)ial modesty more openly than at the 

social hour after tea. They were too 
busy discussing old tinx's, present times, 
future prospects or wliat not, to worry 
themselves with formal entertainment. 
The room was hung with sm<jke wn-athes, 
the fires burned brightly, good cIkht was 
there in abundance* and everybody enjoyed 
themselves as the humor struck them. 

The sun shone warm on the morrow. 
Good breakfasts, cigars and old com- 
panionships warmed .soul and body. And 
it was a crowd of keen railroa<^lers that 
gathered for the .second day's session. 

As a presiding officer, Mr. Thompson 
is a huge success. Brevity, clearness, in- 
cisive questions, pointed comments and 
withal a kindly humor are his. What 
more could one ask of a chairman ! 

In opening the meeting he said : 

"The program for today will include a 
number of short talks and papers read by 
various officers of the Baltimore and Ohio 
Railroad. And we also want to bring 
about a friendly discussion. 

"I spoke yesterday of a matter tliat 
seemed vital to me. as well as to you 
gentlemen, namely, that so many of the 
men who were here in 1910, were h<Te 
again yesterday to meet and hear our 
President address us. That means a gn'at 
deal. I wish I were an orator so t hat I could 
impress you in possibly a better way 
with my idea about the matter. I know 
a few things now that I did not know 
three years ago, and I appreciate what 
our President has done for the employes 
of the Baltimore cV: Ohio Railroad. 

"After making a trip over the road, 
Mr. Willard dix*ided in his g(KKl. fair way, 
that the employes of the Baltimore <V: 
Ohio were well worth giving a chance. 
The result is that tinlay we have gone 
along three years with him. The changes 
have l>een very few, except that a great 
many of us have received promotions. 

"In order to show our appreciation of 
the confidence which he has placed in us, 


I think the least we can do is to think 
seriously of what he lias said about the 
situation and to work hard to hrinp; about 
the result which he is anxious to attain, 
and, in fact, which he must attain. If in 
the next few years we brinp; about the re- 
sults and reach the .-tandard set by the 
President, 1 am sure ai! of us will be 
repaid for the hard work and, if necessary, 
for the burning of midnight oil. 

"Thirty years ago last month, a young 
man came into the service of the Balti- 
more & Ohio Railroad, I am told — (I was 
not here then) — in short ])ants and wear- 
ing a smile. Today he has outgrown the 
short j^ants, but he still has the smile, and 
when I mentioned to him last week that 
I wanted him to make an address, he 
asked me along what lines. I said, Svell, 
anything that is on your mind.' He said, 
'oh, are you going to have a week's meet- 
ing?' (Laughter.) I refer to our General 
Manager of the Eastern Lines, Mr. C. W. 

Notwithstanding Mr. Galloway's sug- 
gestion that he could talk for a week, he 
brought his recommendations to us in 
a short, forceful speech. His criticisms 
were straight from the shoulder, but con- 
structive. He spoke of a number of con- 
ditions needing improvement, and sug- 
gested means for remedying them. 
Among th^' more important subjects 
mentioned were the following: 

"We need better passenger train per- 
formance. We are trying to make a 
record of on time performances with Nos. 
5 and 6. For a number of days we suc- 
ceed. Then something goes wrong, 
usually something avoidable, and our 
record is broken. Local passenger service 
is not what it should be either. 

''Our handling of fast freights has not 
been good of late. This causes a loss of 
busin(^ss and the consequent necessity of 

*Tho Deer Park spwches will bo printt'd in full in forth- 
coming issues. 

giving s('r\-ice to low cliaractcr freight 
which ii (liH's not merit. \'ery often en- 
gines are not read>' when trains arc ready 
and vice rersa. Tliink of the loss in 
overtime from this alone. Calls for 
additional power have often l)een found 
unnecessary. The power stands unused 
when it could be working elsewhere. We 
are operating now with more cars than 
we need, yet calls for more cars come in 
continually, sometimes when they would 
only cause congestion. 

'' Recommendations for changes or im- 
provements should be examined very 
carefully before being submitted. Don't 
send in half-baked opinions to be shot full 
of holes. Furthermon^, if your power is 
inadequate, it won't help to throw up 
your hands and confess to this condition. 
Find out why it is in poor condition. See 
that i/our luhricdting fdcilities are evenly 
distributed, etc. 

''The little things are small by them- 
selves but they are very large in the aggre- 
gate. You pick them up and carry th(>m 
around and they get bigger and bigger 
until they overpower everyone. 

"There is one thing that I am sure you 
can do upon 3'our return to your offices 
that will help very much to bring about 
the results we desire and that is to see that 
your supervision is right and adefjuate. 
If it is not, then you have the proper offi- 
cers with whom you can take it up. You 
can get advice. If you have not suffi- 
cient advice on any subject, ycju know 
where you can get it." (Ai)i)lause.) 

In introducing Chief luigineer Stuart, 
Mr. Thomi)son said: 

"Three years ago this month 1 thought 
the I^ngineering and ( "onstructioni )ei)art- 
ment was the most imi)ortant depart- 
ment of the Baltimore cV: Ohio Ivailroad 
or of any other railroad. It is imi)()rtant, 
but I do not think it is of as nnich impor- 
tance as I thouglit it was at that time. 
Our Chief I-]ngiiieer. Mr. Stuart, is with 



US today, and I want him to talk on the 
necessary evils' as he expressed them 
to me. He believes some people think 
he is a necessary evil on our, railroad, and 
he thinks that he is not getting a fair 
show/' (Laughter and applause.) 

Mr. Stuart went into the present and 
pending engineering operations on the 
road in detail, and outlined plans for 
future development. He also touched 
in an illuminating manner upon the neces- 
sity for a satisfactory solution of the 
grade crossing problem by the railroads 
and the people. He concluded with a fine 
inspirational note on ^'enthusiasm" and 
what it would accomplish in bringing 
about the great results for which we are 

As Mr. Thompson led up to the next 
speaker, it was quite evident from the 
smiles on the faces of those present that 
one of the most popular men on the road 
was about to be called upon, and Mr. 
Loree was then introduced. 

Mr. Loree told us about conditions 
on the Cincinnati, Hamilton and Dayton, 
and took everybody into his confidence 
in his characteristically quiet manner. 
His emphasis on the importance of our 
Cincinnati, Hamilton and Dayton work 
was convincing and his outline of the 
ramifications of the Southwestern lines 

Mr. Thompson continued: 

"In following out some difficult situa- 
tions, the President has to be represented 
in different parts of the country. He can- 
not possibly go to all places where mat- 
ters from his office need attention, and it 
is necessary, therefore, that he be repre- 
sented in such a way as to leave the most 
favorable impression possible. 

'Tor this work he has Mr. Campbell, 
and I hope that you all will do everything 
you can to help him in his duties. I have 
known Mr. Campbell for over twelve years 
and I am sure that he has no ax to grind 

other than for the best interests of the 
Baltimore and Ohio." (Applause.) 

It is good to see Mr. Campbell. Tall 
and dignified, with iron gray hair and 
mustache and clean cut features; he has a 
splendid bearing. And when he begins 
to speak, his manner and voice complete 
the conviction that he is every inch a 
gentleman, singularly adapted to and well 
able to carry the burden of his work. 
There was a quiet intensity in his deliv- 
ery which was strongly indicative of his 
devotion to the interests of the Company. 

Mr. Campbell pleaded for a larger re- 
sponsiveness on the part of his fellow em- 
ployes to the interests of the traveUng 
public . This point impressed as few others 
did during the convention. His illustra- 
tions of some of his own experiences in 
traveling as a private person on the Balti- 
more and Ohio, of some of his investiga- 
tions made in connection with big freight 
accounts, etc., showing convincingly the 
incalculable value to the road of a little 
personal attention, just a word, perhaps, 
from employe to patron. His conclud- 
ing paragraphs are quoted in full : 

''I am very much gratified to be here 
today and to have met so many of you 
with whom we are all associated. I am 
glad to renew my acquaintance with 
some of the older men like Mr. Spurrier, 
Mr. Johnson and Mr. Finney. I am also 
glad to meet the new men who are coming 
up on the Baltimore and Ohio. 

''I want to express my appreciation of 
the policy adopted by our Company in 
taking care of the older men who have 
seen years of faithful service on this road 
and are still retained but are relieved of 
some of the heavy burden. " (Applause.) 

The next speaker, Mr. E. H. Bankard, 
purchasing agent, outlined the causes of 
the enormous amount of stock we have to 
carry at all times, and suggested how, 
through intelligent cooperation, the quan- 
tity can be reduced. He said that we are 



paying $2500.00 per day in interest alone 
on the money tied up in stock on hand. 
When you consider the enormous busi- 
ness which must be done to cover such 
charges, the necessity for holding down 
purchases is at once apparent. He also 
enlarged upon the cost of storage, deteri- 
oration and depreciation, and urged a 
careful supervision of all purchasing requi- 

othcr railroad in New York City. We 
have locations on both rivers and our 
freight is transferred in the same nianucr 
as it is on other lines. 

"It would not be surprising to nic if, in 
talking to shippers in the West, some 
of our employes would minimize our facili- 
ties in New York. But we are doing 
some great things there, and Mr. Hciit. 




Office Assistant Third Vice-President 
(Employment Bureau). 

Class of 


Average Length op Service ^as 










41 yrs. 
3 mo. 

28 yrs. 
11 mo. 

42 yrs. 
5 mo. 

31 yrs. 
2 mo. 


3 mo. 

4 yrs. 
6 mo. 

12 yrs. 
2 mo. 



17 yrs. 
o nu). 

4 yrs. 



5 yrs. 
11 mo. 

6 yrs. 
3 mo. 

12 yrs. 
7 mo. 

6 mo. 

18 yrs. 
6 mo. 

f) yrs. 
3 nu). 

October 3r(l, 1!>13. 



sit ions to the end that economy may 
obtain in this important part of our work. 

Mr. Thompson then took up the que.s- 
tion of our New York terminal facilities 
and said in part: 

''Some of our patrons in the West seem 
to be in doubt as to whether the Baltimore 
& Ohio runs into New York. It is true 
that we have no two or three million dollar 
passenger terminal there, ]:)ut we are 
there and there to stay. 

''We have our freight terminals so sit- 
uated that thev are as favorable as anv 

the Vice-President of the Statcn l.-land 
Lines, is here and will tell you about 

Mr. Bent's i)resentation of the New 
York situation was most comprehensive. 
Of particular intcTcst were his stat<'ments 
in regard to the ovcrwlK^lmiiig importance 
of New York as a railroad and ship|)ing 
center, the improvements now under way 
looking toward the more expeditious 
handling of water shipments, the devel- 
opments, fmst and future, on our Staten 
Island j)roperti(\< and the efforts now 



being made to develop the South Brook- 
lyn waterfront into a city owned terminal 
for the joint use of the roads entering 
New York. It is hoped that we will be 
able to present Mr. Bent's speech in the 
November issue of the magazine. 

When Mr. Bent concluded, Mr. Thomp- 
son said: [^ . 

'There is an office in the Baltimore & 
Ohio Railroad Central Buidling which is 
to my mind one of the most important 
offices on the railroad. That office can 
do a great deal of good, but it is badly 
handicapped. It needs the help of every 
man sitting in this room. The man who 
fills that office is very r^uch in the posi- 
tion of being up in a balloon looking down 
on the Baltimore & Ohio Railroad System. 
He sees that we have too many cars in 
this place and not enough in another 
place, and when the General Manager 
gives him instructions to move cars from 
one point to another — as occurs daily — 
and the general superintendent sends out 
a message to carry out such instructions 
in regard to the movement of the cars, 
those instructions must be carried out. 

'T think that too often one of the divi- 
sion ofiicers feels that it is up to him to 
protect his particular division. I have in 
mind one instance in Pittsburgh, where I 
was with Mr. Galloway, and when, by 
moving some cars from Pittsburgh to 
Connellsville that night and also by mov- 
ing some cars from Connellsville to New 
Castle at the same time, it was possible to 
fill two orders. It happened, however, 
that the cars did not get away quickly 
enough. The Baltimore & Ohio Rail- 
road is a checkerboard, you might say, 
and the General Managers, in manipulat- 
ing their equipment and instructing the 
men what to do with the equipment, are 
moving their checkers from one spot to 

''Now, just one word in this connection, 
and then I want to ask Mr. Riley to talk 

to you more in detail. During the last 
month we have had in quite a few places 
a car shortage. It might be well for you to 
remember that ia August almost $9,500,000 
was earned. That is more than was 
earned in any month before by the Balti- 
more & Ohio Railroad. There were on 
an average per day 15,000 more cars on 
the Baltimore & Ohio than in any previous 
month in the history of the Company. 
Last October it was possible to earn a little 
over $9,000,000 with 15,000 less cars on 
the railroad. Now, 15,000 cars, if they 
are all foreign cars, at 45 cents a day is a 
big sum of mone}^, and the problem is a 
big one. By cooperating and carrying 
out instructions, the saving is almost un- 
limited. Let us assume that the man on 
each and every division of this road was a 
man with ability equal to that of our 
President. What would be the result? 
Of course, we cannot hope for that, but 
we can get as near to it as is possible by 
each and every man becoming thoroughly 
famiHar with his duties, being a good 
soldier and, when he is instructed to do 
something, carrying out those instruc- 
tions. Mr. Riley will now talk to you on 
^Car Efficiency.' " 

It would be impossible to sum up 
briefly Mr. Riley's remarks, for he went 
into convincing detail and used many 
illustrations. That his study of his sub- 
ject has been exhaustive and that his 
speech had been prepared with great 
care and thoroughness was apparent 
from the comments heard after the 
morning session. His remarks will be 
given complete in a future issue. Suffice 
it to say here that it is largely through 
the work under Mr. Riley's supervision, 
namely economy of car movement, that 
the Company expects to increase its 
operating efficiency during the next few 

In concluding the morning session, 
Mr. Thompson stated that he wished to 



emphasize particularly three points, 
namely : 

1. Carry out instructions rigidly. 

2. Cooperate with all departments of the 
road, and particularly with the public. 

3. Keep down supplies on hand to a 

If food for thought had been provided 
in abundance at the morning: session, food 

clouds, and keen, ijracing air — to scale a 
hill or find the end of a road or path in the 
beautiful Deer Park country. 

Two-thirty saw everybody assembled 
in the convention room, ready for the 
afternoon's work. Mr. Thompson calleil 
the meeting to order and with mock seri- 
ousness began: 

'T received a wire at lunch time which 




TJttrami filtJ h the Pmidad. ih, VtctJ^ttidtnU. Gtncrd Ctansd »r ih« Gtntrmt Manafr. mmtt k* (rn*. 
mMcJ <u follow*: Ijl-By airt at aJdnueJ. 2n^Bv »lr* AT ONCE to t*nJ*r; h»m» ^ficc, mdAU^th, «mV 
" "Dupiicalt" afttt nam* of tht pcnon aJdratad. 3rd— Original iy tnall to ttndtt i Asm< a^k Ttltramm 
Jot dtlt»tiu to 4^ic«rj on inlnt maU bt tttclo—d In imatl No. 6 orwlofie {MmrMOai 0rop*rUt mm l t d 

Vi4. V2»-ll. 


BaatirDOrc,Md., September 23rd, 1913, 










Loaded and received fron corjiections yooterday 
10774 coiinorcial and 575 company freight, total 11348 cars. 
This is record loading. Best previous record September 15th, 
when 11142 cars were loaded and received from connections. 


10:10 A.!l 



for the inner man was supplied in equal 
abundance and variety at the noon meal. 
And for most of us digestion did not have 
long to wait on appetite. 

After the cigars had been passed 
around, many adjourned to the hospitable 
reception hall, and discussed the pro- 
ceedings of the forenoon, or enjoyed the 
warmth of the open fireplaces. Others 
sought the quiet of the writing rooms with 
picture postals or newspapers. A few 
took advantage of the gorgeous weather 
— it was an ideal September day with a 
steel blue sky back of billows of rolling 

concerned me very much. After the talks 
we have had, we thought that we would 
go back home and make a better job of 
railroading. I am just advised that while 
we were here yesterday the road showed 
the heaviest loading in its histor}' in one 
day, the total, including loads received 
from connections, being 11,348 cars, (Ap- 

"Since our meeting here three years 
ago, we have increased our equipment 
considerably. We have added over 600 
locomotives, all of them being of the 
heavy class, a number of them the Mallet 



type, and over 18,000 freight cars. To 
design and follow up details in the con- 
struction of over 600 locomotives and 18,- 

000 freight cars has meant much detail 
work for the Motive Power Department. 

1 would like Mr, Clark to tell us of his 
problem." (Applause.) 

After making some interesting com- 
parisons on the cost of keeping motive 


Recently promoted to Assistant General Superintendent 
of the Pittsburgh System 

power in satisfactory condition, Mr. 
Clark developed two striking points. 
First that for the addition of safety appli- 
ances alone to our equipment, the Com- 
pany is now spending $40,000 per 
month; secondly, that one of the chief 
causes of increased cost is the scarcity of 
labor. He pleaded for a better under- 
standing between foremen and their men 
as the one way in which individual length 
of service and efficiency can be increased. 
Mr. Thompson took up the thought 
here and continued : 

'There is spent on the Baltimore & 
Ohio each year from $12,500,000 to $13,- 
000,000 in keeping up track, buildings 
and property, and from time to time we 
are confronted with requests for addi- 
tional amounts. There is such a big field 
here that one's mind cannot help but turn 
to the question of saving. 

''Assuming that Mr. Stimson or Mr. 
Dick could work out different methods by 
which they could take a ten hour day and 
increase the amount of work that a man 
does by 2% or 12 minutes, what a great 
saving this would mean! If a frog lasts 
about six years — as it usually does — sup- 
pose we could increase the life of that frog 
by keeping the bolts tight, and keep it in 
the track a two per cent, longer time than 
we do now. That would mean that we 
would extend the life of that frog about 
1.4 months. Except in the cases where 
frogs break, it seems that this could be 
done. Applying that principle to all 
maintenance of way expenditures, we 
would say to Mr. Stimson: 'You can get 
two per cent, more in the way of efficiency 
and that will mean $240,000 a year.' I 
imagine that thought may startle Mr. 
Stimson, but I will ask him to tell you 
what he thinks of this problem. 

Mr. Stimson showed how his department 
is making big savings in numerous ways; 
by getting ballast cheaper through better 
contracts; by laying 113 feet of rail per 
man per day this year as against 82 feet 
last year, and laying it better than ever 
before; by making our own frogs and 
switches, etc. 

It was apparent to everybody that 
Mr. Stimson is a firm believer in modern 
efficiency methods, the bonus system for 
stimulating interest in the work, etc., as 
a means to reduce costs. Great results 
along this line may be expected from 
the Maintenance of Way Department. 

It had been expected that Mr. Dick 
would follow Mr. Stimson, but as their 


work is along similar lin(\s, the liinitt'cl 
amount of time left for the conference 
made it necessary to postpone his paper 
until next year when, as ]\Ir. Thompson 
said, "he will be the first speaker on the 

In introducing the next subject of 
Loss and Damage, the Chairman read 
a report submitted to Mr. Willard by 
Major Pangborn, which showed a de- 
cided increase in outgo for these non- 
productive by-products of railroading. 
And this condition exists notwithstanding 
the fact that the Company has spent 
large sums in Safety devices, super- 
vision of train handling and general pre- 
cautionary measures. Mr. Coon was 
then called upon to go into this important 
subject in detail. 

He mentioned three principal causes 
for loss and damage, namely: damage 
caused by rough handling of trains; 
damage caused by rough handling on 
platforms, in warehouses, etc.; and loss 
occurring through mistakes in shipment, 
theft, etc. His analysis of conditions 
was very thorough and he illustrated 
ever}' point and suggestion with actual 
occurrences which had come under his 
own observation. The kej-note of his 
recommendation is summed up in his 
concluding paragraph : 

"If we have your interest and en- 
thusiasm in this work, we can succeed. 
We cannot succeed without j'our help. 
As I said before, if there is a title to my 
article, that title is, "We Need Your 
Help," and I cannot emphasize it too 
strongly. I know ever}' Superintendent 
on the Baltimore & Ohio Railroad per- 
sonally, and I think I know every Train- 
master. I know most of the Assistant 
Train Masters. Knowing their ability 
and the way they will help, I am positive 
this bureau will get that help and that 
we will cut that loss and damage item 
next vear almost in half. We need vour 

helj) and I am sure we arc going to get 
it." (Applause.) 

"Safety First" was the next subject 
taken uj), and Mr. Th(jmpsun frankly 
expressed his disappointment at the 
comparatively poor progress made in 
this work since its inauguration. In 
replying to Mr. Thompson, Mr. Boyd, 
Assistant Coun.sel, developed the follow- 
ing facts conclusively: 

First, admitting that progress in Safety 
work has not been all it should be, if 
analyzed carefully the figures show that 
a considerably smaller percentage of 
employes are now being killed and in- 
jured than before the work started. 

Recently promoted to SuperintenJent at Connellsville 

Secondly, that we have had to contend 
with a much larger number of inex- 
perienced employes this year than ever 
before, greatly increasing the difficulty 
of Safetv W(jrk. 



Third, that the Divisional officers are 
largely to blame for the slow progress, 
through their failure to give adequate 
cooperation. Illustrating this point, Mr. 
Boyd said: 

''The easiest thing we have been able 
to get in this safety work has been in- 
structions, and the hardest thing has been 
to get instructions carried out. The 
third Vice-President, for instance, in- 
structed the Divisional Superintendents 
to act as Chairmen of the Committees 
and, together with the other Divisional 
officers, to attend the monthly meetings. 
The minutes show that in August only 
six Superintendents, two Master Me- 
chanics, one Division Engineer and five 
Assistant Engineers attended the twenty- 
one or two committee meetings." 

Fourth, that where the Mechanical 
Departments had put in within reason- 
able time recommended safety devices, 
gratifying decreases in accidents were 
shown; that where they had not co- 
operated promptly, the conditions are 
still bad. 

Fifth, that although it had been con- 
clusively proved that 90% or over of 
injuries are due to the carelessness of 
employes, this in itself is a reflection 
upon the discipline of the Divisional 

After admitting that there are ob- 
stacles which prevent the fullest co- 
operation of the Division men in this 
work, Mr. Boyd maintained that if we 
are to carry out our promises to our em- 
ployes, we must have this cooperation, 
and suggested several tentative plans 
now before the officers of the Company, 
which, if adopted, will ensure it. 

As Mr. Thompson introduced Mr. 
Kearney, the Superintendent of Trans- 
portation, he called him a ''crank on 
cars," and when Mr. Kearney finished 
his speech everybody was quite agreed 
as to the appropriateness of the title. 

For his arguments showed a tremendous 
amount of investigation and study look- 
ing to more efficient car handling. One 
of his most interesting points demon- 
strated that if we can raise our average 
car mileage to 29 miles per day, a full 
half mile less than our best day's record, 
we can save a million and a half in car 
operation alone during the present fiscal 

As the hour was then getting late Mr. 
Thompson said: 

"For the remaining portion of the after- 
noon there are several gentlemen from 
whom we would like to hear and I am 
compelled to ask them to limit their talks 
to three minutes each. There is one of 
the assistants to the President present. 
He has something on his mind. In speak- 
ing to one of the officers the other day, I 
said that this particular man had a great 
many troubles, and he replied, 'What! 
that man has less trouble in his face than 
anyone I know.' I refer to Mr. J. D. 
McCubbin, Jr." (Applause.) 

Mr. McCubbin ought to wear a smile 
and be happy, for he knows how to make 
others happy. He talked less than a 
minute, but said what he wanted to and 
put a big dent in the memories of every- 
one who heard him. And if any man 
present ever breathes any information he 
may have about real estate transactions 
the Company contemplates, it won't be 
because he has forgotten Mr. McCubbin's 

In introducing the next speaker, the 
Chairman remarked: 

"You have seen the advertisement 'Be- 
fore and After Taking.' There are sev- 
eral of our officers here who are in the 
same position. I have one man in mind 
who is on the general manager's staff and 
who was on the road showing the men 
'how to do it.' That was before taking. 
He has since been promoted. I call on 
Mr. Begien." 



Forced to put his ideas in tabloid form 
on account of the time hmit of three 
minutes, ^Ir. Bcgien said so much durin«r 
the first sixty seconds that, thinking his 
time was up, he was about to resume his 
seat when assured b}^ the Chairman that 
he still had ''two minutes to p;o." A 
quarter of an hour afterward, when he 

one reason for his success. Mr, Begien 
has 'sticktoitiveness' in abundance. 

Preparatory to introducing Major 
Pangborn as the last speaker Mr. Thomp- 
son emi)hasized the four points developed 
during the afternoon most essential to 
remember, to study, to improve upon, 




again turned to the smiling Chairman, a 
voice from the crowd cried — ''go ahead 
Begien," — and go ahead Begien did ! The 
timekeeper either had a stop watch or for- 
got his job. 

Not a man in the room, however, re- 
gretted the fact that the speaker was 
given the opportunity of going thoroughh- 
into his topic of "Train load as Viewed 
from the General Office and on Line of 
Road." His was indeed a masterful 
study of this important subject, and fully 
justified Mr. Begien's appellation of "the 
Student of the Road.'' Incidentally the 
manner of his speech illustrated strikingly 

1. Loss and Damage cost SI 1,000 per 
day in 1913, compared to S5.700 per 
day in 1910. 

2. One employe loses his life eviTv (jt her 
day on the Baltimore <fe Ohio Railroad. 

3. In 1910 there were forty accidents 
on the road per day; in 1913 thero hjwe 
been fifty-two per da>-. 

4. The importance oi <;,i -. i x ,. , ,,.,ii- 
omy and efficiency. 

Mr. Thompson then continued: 

"One of the assistants to the President, 

who is with us today, has been on the 

Baltimore & Ohio Railroad a number of 

vears, and I am going to ask him to sum 



up what could be gathered from this 
meeting in the past two days. Gentle- 
men, Major Pangborn." (Applause.) 

The keynote of Major Eangborn's re- 
marks was the ''efficiency of personal ser- 
vice/' and its tremendous importance in 
accomplishing the results so much de- 
sired on the road. ''Service between em- 
ploye and the public, between foreman 
and laborer, between divisional officers 
and their men, between executives and all 
employes; not alone a technical service 
enforced by the rules," said the speaker, 
*'but a real human sympathy carried 
down through the ranks to the most 
lowly man on the road." 

When Major Pangborn had concluded 
his inspirational talk, Mr. Thompson 

"Before adjourning the meeting there 
are a few remarks which I desire to make, 
and which may seem worthy of serious 

''First. The President's address yester- 
day, and the talks today, are to be passed 
along to other employes who have not 
been as fortunate as we, in hearing them. 
The seventy thousand employes on the 
Baltimore & Ohio will hear of this meet- 
ing through the two hundred and thirty 
or more employes before me today. Each 
of you two hundred and thirty men will 
talk to ten men, which means twenty- 
three hundred; each of the twenty-three 
hundred will speak to ten additional men, 
making twenty-three thousand, and each 
of the twenty-three thousand will talk to 
three more, making nearly seventy thou- 
sand men. Now, one word: Boost the 
Baltimore & Ohio Railroad. Do not ad- 
mit, or even think, that we are not 
capable of doing as well as is done by 
other railroads. While we may not have 
the money at hand to make all of the 
improvements we would like to, there are 
many things that can be done without 
the expenditure of money. Hard work on 

the part of all, together with courtesy and 
cheerfulness, will do them. 

"In the past few years I have had an 
opportunity to meet many other railway 
men, and I want to say to you now that 
we have just as good a line of officers and 
employes in the Operating Department of 
the Baltimore & Ohio Railroad, from the 
General Managers down, as they have on 
any other railroad that I know of, and I 
am firmly of the belief that we have as 
good as any railroad in the United States. 
And we are confident that we have the 
ablest and fairest President. (Applause.) 

"I believe that if we follow out the 
policy laid down by Mr. Willard yester- 
day, we will have the very best staff of 
officers and line of employes, and the best 
managed railroad in the United States. 
His standards and ideals are high. If 
we follow them, great results will be pro- 
duced, and we will all participate in the 

"Just one word on loyalty. We ought 
to have the loyalty that was referred to 
by our President yesterday, and I am 
sure that if each of us considers his sugges- 
tions seriously and follows them, he will 
have that loyalty which jneans so much to 
any railroad, and which will be a great asset 
to the Baltimore & Ohio. Do not let any 
employe speak disparagingly of any other 
employe. In talking to any person on 
the outside, or to any other railroad men, 
boost Baltimore & Ohio men. 

"If you know of any fellow employe 
who is not making good, talk to him, or 
talk to his superior officer. Do not talk 
about him on the outside. We want to 
see all of you men back here at succeed- 
ing Deer Park meetings, and it is my hope 
that we will have one again next Spring. 

"Our attitude towards our fellow em- 
ployes should be such that if someone 
sticks a pin in one of them in Chicago, a 
fellow emploj^e in Baltimore will hear of it 
and holler. (Laughter and applause.) 


"Mr. Willarcl has placed his confidence 
in you and in me. It means a great deal 
to all of us, and the railroad on which we 
are employed. Remember that his final 
decision three years ago was that he 
would take the men on the Baltimore <fe 
Ohio and produce the results that were 
necessary to bring the property where it 
is today. While we mav not have suc- 


Recently made a Supervisor of Transpirtation 

at Baltimore 

ceeded to the fullest extent of his antici- 
pation, the fact that we are here now 
means a great deal, and the further fact 
that, after making his decision, he ar- 
ranged to finance a loan of the one hun- 
dred million dollars, which have been 
spent on the property, means much. In 
other words, he wagered one hundred mil- 
lion dollars that the officers in this room 
would be able, with such an expenditure, 
to bring the road to a higher state of 

efficiency and earn over one hundred mil- 
lion dollars per year. To a large extent 
the results desired have been brought 
about. I particularly want to call your 
attention to these matters to show the 
confidence he has placed in us. Are we 
going to break that confidence? I know 
howyou would answer that question, and 
I will answer it for you. No, we are not 
going to break that confidence. All of 
us, working together, will bring about the 
results which our President desires.'* 

Had you happened in at any time 
during the Deer Park meeting, you 
would have been struck forcibly by the 
undivided attention paid to the speeches. 
Had you lingered a while and heard the 
plain facts stated, you would have mar- 
velled at the total absence of invidious 
criticism and comparison. Had you 
stayed through the entire two days' 
conference, sifted the proceedings in 
your own mind and made a summary, 
perhaps it would have been this: 

''Every speaker knew what he was 
talking about. That is KNOWLEDGE. 
Every speaker seemed to think that his 
was the most important subject. That 
is ENTHUSIASM. And every speaker 
(Mr. Galloway in obeying orders un- 
reservedh', Mr. Campbell in our inter- 
course with the public, Mr. Bankard in 
holding down expenditures, Mr. Coon in 
better supervision, Mr. Boyd in the 
carrying out of recommendations — to 
mention but a few) said that what he 
needed most was COOPERATION." 

K N O W L E D G E, E N T I II' S I A SM, 
CO-OPERATION,— these three, -and 
DETERMINATION was stamped upon 
the faces of every man there. 

Now for ACTION! 



ONE of my very good friends is ex- 
actly four feet nine inches tall 
and weighs an even hundred 
pounds. But what he lacks in physique 
he makes up in mental prowess and vigor 
of spirit. A professor of languages, with 
a knowledge of many different tongues, 
he can travel more comfortably than 
most people in almost any part of the 
world. And he gives the following ac- 
count of the only time during his life at 
which he was unable to make himself 

''I was traveling with a friend in a 
sparsely settled section of Arabia, and 
while studying the customs in the hamlets 
through which we were passing, one fine 
forenoon found that I had lost him. Up 
to that time, with my knowledge of 
Hebrew, we . had been able to talk in- 
telligently with at least one person in 
each of the villages we visited. But in 
this particular place, after trying to 
communicate with various people in at 
least a dozen different languages, I re- 
signed myself to the unpleasant situation, 
and sitting down on a rock in the center 
of the village, was soon surrounded by a 
crowd of curious men, women and chil- 
dren. Many of them tried to make me 
understand their queer jargon, but to no 
avail. Finally one of the leaders stepped 
forward, smiled encouragingly, and with 
a friendly tap on my shoulder, pointed 
significantly up the road and raced away 
at break-neck speed. A murmer of ap- 
proval came from the strange folks about 


me and I felt that I was about to be re- 
lieved from the embarrassing predica- 

''Within five minutes after his departure 
my voluntary messenger was seen run- 
ning from the direction in which he had 
gone. With him was a companion. The 
crowd opened up as the two approached, 
and after preliminary salaams, the new- 
comer said to me excitedly, "parlez vous 
Francais." French sounded mighty good 
to me and I thanked him, and hastened 
to assure him that I did speak French 
and to ask for some necessary directions 
in order to continue on my way. But at 
the first question which I propounded, 
the stranger's expression changed to a 
blank, stupid stare, and I found out to 
my mortification that he had already told 
me all the French he knew." 

'TOR" or 'TO" 

When fusees were first sent out for use 
on the road, an order accompanied them 
and read, 'Fusees shall be used /or pas- 
senger trains only.' The morning fol- 
lowing the posting of this order an old 
engineman who had always run freight 
engines, came into his divisional office 
and asked for a supply of the fusees. The 
road foreman explained that, as he was a 
freight engineman, he would have no use 
for them, but the engineman persisted in 
his request, and finally laying a copy of 
the rule before his superior, he pointed 
out the phrase, ''jor passenger trains 
only," and then said, ''don't you see that 

TiiK B.\i;ri.M()in: and oiiio i;mi'i.()m:s mahazixe 


I will have to have the fusees to stop 
passenj;vr trains." Tlie misunderstand- 
ing; led to th recalling of the ori<i;inal 
order with it equ vocal meaning and the 
substitution of a new order reading 
''fusees will be suj)plied to ])asscng('r 
trains only." 

the suggestion that she was trying to hide 

a liald s})ot or an inadequate head of hair. 

Sometimes where courteous dij)l()macy 

fails. ])()inte<l sarcasm does tlie business. 


There were seven thousand ])eo})le 
in the big auditorium, waiting for the 
concert to ])egin, when the musical 
director stepped to the front of tlie 
stage and j^leasantly requested the two 
or three hundred women present, who 
were wearing hats, to remove them. 
He had done the same thing at least a 
dozen times during the season, and the 
program, a copy of which was given to 
every person present, had printed across 
the top in boldface tj'pe, ''Ladies are 
requested to remove their hats." 

Over half of the offenders complied. 
A few, utterly oblivious of the rights of 
their neighbors, still made no move. 
The director waited a minute or two 
longer and then said : 

*'In such an assemblage, I should be 
unkind indeed to question the motives 
of the women who continue to keep their 
hats on, and who are apparently in- 
different to the rights of the people 
behind them. In their cases, I am sure 
that the spirit is willing, and we can only 
suppose that the flesh must be weak." 

In less than a minute every head-gear 
had been removed, not a woman present 
being willing by her inaction to credit 

Anybody h\ing in tlie section c(A'ered 
l)y this particular conductor's run would 
smile at the mere mention of his name. 
He has seen twelve years ni service with 
his company, and usually has charge of 
a l)ig local which makes three hour morn- 
ing and afternoon trips. I saw him first 
just after his train had been made up at 
one of the 'terminals a half hour before 
it started, and it was a pleasure to watch 
him in action. Xo (|Ufstion from a passen- 
ger scH^med so foolish as to elicit anything 
but an intelligent reply; no person with 
whom he came in contact too insignifi- 
cant to receive his courteous attention. 

The brakeman told me afterwards 
something of the man and his methods. 
He had grown up in the community in 
which he started working for the road, 
and every local traveler knew and con- 
fided in him. In fact, it was a common 
occurrence for the ticket offices along his 
route to receive inquiries as to whether or 
not he would make his regular run, and if 
the reply was in the affirmative, some in- 
valid elderly person or mahap a baby 
would be put in his hands for safe keep- 

He is not merely the representative of 
the road in that vicinity: he is the road. 
What the public thinks of him determines 
the public's attitude toward the railroad. 
Can you imagine the value of such an 
employe to his company? 




Robert M. Van Sant, Editor 
Herbert D. Stitt, George B. Lucre y, Staff Artists 


Major Pangborn's happy expression, 
''the efficiency of human service, " struck 
the keynote of all that was said and 
done at the Deer Park Conference. 
From the closing words of Mr.Willard's 
address — when he stated in effect that all 
things can be accomplished if all employes 
will work loyally with him toward that 
end — through every speech, ran the same 
dominant thought ''give us cooperation — 
united service, and we will give you re- 

Service is the watch-word of the busi- 
ness world today. Glance over your news- 
paper or magazine and see what em- 
phasis all advertisers are putting upon it. 
Note how important the motor car manu- 
facturers make it; or the sellers of labor 
saving devices or the makers of fountain 
pens or the paint men. Our good friends 
the cereal people go so far in service as to 
offer us predigested foods. All depart- 
ment stores of note hammer home the 
service idea. They provide guides for 
your convenience, rest rooms for your 
comfort, musicals for your entertain- 
ment. And they spend thousands of dol- 
lars to tell you about these things. Ser- 
vice — service — service — everybody is sell- 
ing the same thing, and emphasing it as 
they never have before. 

We have nothing to sell except service. 
If we fail in this, we are bankrupt. But 
we are not going to fail. We are going to 
make our passengers know that we appre- 
ciate their patronage. We are going to 
make the travehng pubhc think of " Balti- 
more and Ohio," and "Safe Travel" as 
synonymous terms. We are going to 
interest them in our road so much that 
they will be unconscious agents bringing 
us new friends and traffic. We are going 
to keep their faith in us firm, by making 
every minute they spend with us as 
safe, comfortable and enjoyable as we 

The attitude of a well known railroad 
man of the past generation was, according 
to his own confession, "the pubUc be 
damned. " When the present Secretary of 
the Treasury bored his tunnels under the 
Hudson he coined the new phrase "the 
pubhc be pleased." And this slogan, 
with the service back of it, made such an 
impression upon his patrons that when 
he needed money several years ago to 
meet his obligations, he raised his rates 
materially, and, strange as it may seem, 
the public paid them almost without a 

Human service is the watchword of the 
day. Good engines — smooth road bed — 
clean cars — all these and thousands of 
other things necessary to railroad oper- 
ation are important. But the best en- 
gines break — all mechanical factors are 
liable to fail, and human service is the 
only sure thing to bank on. A delay 
can be made positively enjoyable to a 
passenger by an intelligent, cheerful em- 
ploye. A rough stretch on the road can 
always be smoothed out with a word or a 
smile. No man on our road is too big or 
too humble to contribute something 
toward the efficiency of our service. 
Let us individually and together work to 
make Baltimore and Ohio service the 
standard by which others will be judged. 


THIS THING of getting up in the world is largely 
a matter of habit and of systematic ways of 
going about it. 

If you once get into the habit of succeeding in 
some reasonable and useful way for which you are 
adapted, you are pretty apt to keep on succeeding, but 
once you get into the habit of failing, you keep on 

Don't underestimate yourself — -that's a bad fault 
of some men, and they are always men who have not 
succeeded; but don't go to the other extreme — find 
your limitations. 

There are two qualities needful to success — origi- 
nality and nerve. You may have other good qualities 
that are desirable and helpful, but cultivate originality 
and then put the originality to work with initiative, if 
you want to succeed. 

The world bestows its big prizes for initiative. 
Initiative may be described as doing the right thing 
without being told. 

A man's life is about what he himself makes it. 

Adapted from Saturday Evening Post 



rV *° 

Whore do you place safety in relative importance among the ends 
e sought in the operation of a road? 

Q^^ Uam/ 



Shops and 






nance of 






$ 7,603 



Ohio River . . . 
















Shenandoah. . . 





New Castle . . 


Connellsville. . 


* Indicates that these divisions did not have a 
single case of personal injury in the class of service 


We "will show, each month, on the 
"hammer" test, the four divisions mak- 
ing the best showing in injuries, based 
on wages paid, divided as between acci- 
dents occurring '*In and around trains 
and yards," ''In and around shops and 
engine-houses," "Maintenance-of-Way" 
and "Total." Heretofore, we have 
been figuring the standing of each di- 
vision on the number of employes, but, 
in many ways this is unfair; for instance, 
if work is slack practically the full num- 
ber of names appears on the rolls but 
the amount drawn is less; therefore, it 
is evidently fairer to show the wages 
earned per injury; then, if business falls 
off the wages will do the same, and the 
liability of injury is correspondingly 
decreased. It is understood that the 
amount of wage indicated is representa- 
tive of one injury. 

AUGUST. 1913 

X 1 In and 

ArnnnH Around Mainte- 

Divisions Trains and Shops and nance of Total 

Yards tr; '"^^ 

Philadelphia. $3,235,75 $ 984.38 $13,827.35 $ 2.505.76 

Baltimore... 3,510.94 1,343.57 5,438.44 2,845.26 

Cumberland.. 2,895.63 1,253.39 1,769.84 1,894.41 

Shenandoah . 2,249.85 *410.65 *4,254.10 3,804.77 

Monongah... 2,421.25 1,973.28 12,384.58 2,745.64 

Wheeling.... 2,717.63 2,716.19 1,873.22 2,516.95 

Ohio River.. 14,982.84 6,087.22 12,690.60 12,348.37 

Cleveland.... 4,368.19 2,799.46 8,550.53 4.000.98 

Newark 2,702.41 2,186.47 7,489.53 2,996.86 

Connellsville. 6,267.17 3,527.63 18,538.30 6,475.87 

Pittsburgh... 4,711.14 2,282.78 14,204.91 3,962.28 

Newcastle.. 4,882.66 3,757.58 38,995.20 5,575.44 

Chicago 2,703.80 666.35 3,640.36 1,585.47 

Ohio 8,034.46 3,909.09 *28,713.15 8,023.50 

Indiana 9,462.17 7,448.06 13,141.80 9,661.00 

Illinois 5,983.18 16,145.40 14,217.28 10,103.24 

Toledo 8,773.38 6,532.83 10,100.74 8,127.49 

Wellston 7.603.65*13,374.45*14,038.20 21,309.98 

Indianapolis.. 3,835.77 31,916.45 11,397.50 7,436.12 

Average 4,083.15 2,236.61 6,640.79 3,598.73 

* Indicates no accidents. 


On Monday evening, September 15th, the 
Richmond Railroad Club held a safety meeting 
in Murphy's Hotel, Richmond, Va. There were 
between two and three hundred men present, 
representing the various railroads which run 
into Richmond. The speech of the evening was 
given by Mr. J. W. Coon, and it made a pro- 
found impression upon all present. Mr. John 
Hair, of our safety committee, also spoke, and 
several of the members of the club added inter- 
esting remarks on the subject of safety. 

When the meeting was adjourned at 10.30, the 
members and their guests enjoyed a splendid 
supper which had been provided by the club. 
It was a very successful meeting from every 
standpoint, and it is an assured fact that the 
forward position of the Baltimore and Ohio 
Railroad in safety work is now well known to 
most of the men connected with the large rail- 
road interests centering in Richmond. 



vSi^BCi^^L^ rvii^i^rr- ix?,oi^i 


While acting as coiuliictor on extra 
freight west engine 4115, July 16th, G. 
W. Charshee, in going up Loreley Hill, 
and in watching train from caboose, dis- 
covered car making smoke. When un- 
able to get quick signal to head and stop 
train, he put air on from rear end and 
upon investigation, found company car 
No. 21346 hanging very low at one end, 
with Ijoth bolts broken off truck box on 
front end and truck broken down. The 
interest and quick action displayed by 
Mr. Charshee in this case is to be highly 
commended, as it probably prevented an 

While acting as brakeman on extra 
freight east engine 4136, July 8th, stop- 
ping at Lorele}' to fix hot box, Brakeman 
Rucker looked over train and discovered 
arch bar broken on Number 39355. He 
is to be commended for his alertness and 
interest in the matter, as it probabh' 
averted a serious accident. 


On September 6th Isaac Matheny, 
Section Foreman east of Glover Gap, 
noticed flange broken on J. C. & C. Co. 
car 1072, and telephoned to tower to 
have train examined. Conductor L P. 
Boyce looked over train and found 18 
inches of flange broken off, a very lucky 
find before going over the hills. 

On August 28th, as Teamster J. L. 
Lemley was going to stables about six 
o'clock in the morning he found broken 
rail about one mile west of Glover Gap. 
He called section foreman who lives near 

l)y and the latter protected it until re- 

On August 27th, \ aine McGlumphry, 
about twelve years of age, found broken 
switch point at Hundred, W. Va. He 
notified the agent who looked after it 
until track men could ])e called. 

On August 28th, as train 98 was taking 
coal at West Fairmont shaft, Conductor 
G. E. Gatewood found a car truck broken 
down and one pair of wheels off the rails, 
and set car off in Barnestown siding. 

Express Messenger C. A. Shroyer on 
train 12, noticed a disturbance under the 
front end of his car, stopped train at 
48th Street, Wheeling, and found tank 
brake of engine down. 

On September 8th, Joseph Kimble, 
twelve years of age, found a badly broken 
rail east of Soles tunnel. Not knowing 
how to flag trains he called a nearby 
hunter who flagged No. 3 and no doubt 
prevented a disastrous accident. The 
hunter was a Newark Division Brakeman. 


On August 30th, Brakeman W. B. 
Griffin discovered a broken rail on the 
engine track at Lorain, Ohio, about 
twenty car lengths west of the 17th Ave. 
Yard. This rail was broken off about 
two and a half feet. It was quite dark 
at the time Mr. Griffin discovered this 
broken rail, and he is to be commended 
for his watchfulness in this particular 
case. Proper notation has been made on 
his service record and appropriate letter 
sent him by Superintendent Lechlider. 




Engineer Tooey stands with his elbow on bumper beam 

Brakeman H. Nelson while on extra 
engine 4150 pulling out of Tenth Avenue 
Yard, Lorain, Ohio, discovered ten inches 
of flange broken off of wheel of car B. & 
O. 129718. Mr. Nelson is to be com-" 
mended for his watchfulness and Super- 
intendent Lechlider has written him an 
appropriate letter. 


Committeeman Claytor made report 
that on July 10th, when train No. 203 
stopped at Waterford on the 0. & L. K. 
Branch, Brakeman E. M. Staley went 
back to flag. There was a Hght engine 
standing on siding which had leaked 
sufficient steam to start engine out of sid- 
ing. Engineer on 203 had called in the 
flagman, but Mr. Staley noticed the en- 
gine moving out of siding and discovering 
there was no one on the engine, ran and 
caught engine and stopped her after she 
had gotten out on main track, and thus 
prevented an accident. 

On July 12th, Supervisor S. Frease was 
riding on caboose of eastbound freight 
train 32 and discovered piece of wheel 

flange lying on track just west of Quaker 
City. This train was stopped and exam- 
ined, and he also notified conductor of 1st 
32, which was on siding at Eldon, to exam- 
ine train, and when broken wheel was not 
found on these trains Mr. Frease notified 


The morning after Engine No. 401 sank, which resulted 

in the drowning of four employes 

the dispatcher, who instructed crew on 
train No. 28 at Lamira and No. 89 at New 
Concord to examine trains. The bro- 
ken wheel was found in train 89 at New 

On September 11th, Conductor Wil- 
liam Milbaugh, on westbound freight 
train 2d 27, engine 2698, noticed that 
there was apparently something wrong 




with the west switch of eastljound si(hn^ 
at Toboso, and requested the dispateher 
to notify crew on passenger train No. H) 
to stop and examine switch before passinjj: 
over it. Upon exaniinin«z; the switcli it 

with pile driver getting into action 

was found that a rod had evidently been 
dragging from some car which caught 
switch rod, springing the switch points. 
The action of Conductor ]\Iilbaugh proba- 
bly prevented an accident. 

On the morning of October 8th, a piece 
of broken flange, 12 inches in length, was 
found along track near Belleville, Ohio, a 
short time after the passage of train No. 
95 westbound. After this was reported, 

the train was stopped at Alta, ()hi(j, and 
train crew instructed to inspect their train 
for the l)roken wheel. This was done, 
but nothing wrong was discovered. 

As the same train was passing Ply- 
mouth, Ohio, later on, Operator Win. H. 
Anderson noticed the defective wheel 
from tower window, and had the train 
stopi)ed at the next telegraph station 
where the car was set out. 

While ''Bill" modestly dischiinis any 
title to praise in this, his many friends 
arv united in giving him credit for having 
"both eyes open.*' The Management 
and Division officers are commending him 
for his watchfulness and prompt action. 

Conductor Milbaugh, in charge of 
train 2nd 3o, September 11th, jxissing 
the west switch of the (»astbound siding 
at Toboso, noticed something wrong with 
this switch, and on arriving at first tele- 
graph office, instructed the operator in 
charge to notify all trains to look out for 
same, and also the section men. In ad- 
dition he gave engineer of passenger 
train No. 16 a message to look out for 

General Yard Master Stiifford is on the extreme riRht with Enuin»>er T<xx-\ next to hiiii 



this switch, No. 16 being the first train 
that was to use this track after train 
2nd 35. The section men found that a 
truck rod which had fallen from some 
car had been dragged through this 
switch and the point of the switch was 
standing partly open. Conductor Mil- 
baugh's prompt action in this case is 
highly appreciated, and he has been 
awarded a merit entry on this service 

On September 20th, Conductor W. 
Christner, in charge of the Somerset coal 
train, engines 2864 and 2794, while pass- 
ing Adams noticed a badly broken rail 
in No. 2 track. A prompt report was 
made to the train dispatcher, who had 
repairs made. 


On August 15th, while train of engine 
2807 was passing Glencoe, Pa., Trackman 
Allen Bittner discovered part of the flange 
broken out of a wheel on the rear car in 
the train. His prompt report of the mat- 
ter resulted in the train being stopped at 
Williams, where the car was set off. 

On August 3rd, Conductor R. W. 
Frazee of the S. & C. Branch, noticed 
four feet broken out of rail in the east- 
bound track at Adams. He notified the 
section foreman, who made repairs. 

On July 31st, Engineer W. Bracken of 
Somerset discovered a piece of flange 
broken out of a wheel on engine 1283. 
The engine was placed in the shop for 
repairs. This defect would no doubt 
have resulted in an accident had the en- 
gine been permitted to remain in service 
in this condition. 

On July 25th, while extra east engine 
2677 w^as puUing by the telegraph office 
at Mt. Savage Junction, Trackman Ray- 
mond Devare noticed a piece of flange 
broken out of wheel on a car in the train. 

He immediately notified the operator, 
who stopped train and had the car 
switched out. 

On July 14th, trackman John M. Peck 
of Bidwell, Pa., while east on a freight 
train discovered piece broken out of rail 
in westbound track. He alighted from 
the train and flagged passenger train 
westbound, 2nd No. 47, which was due at 
that point at the time. His prompt action 
on this occasion is commendable and the 
Superintendent takes this opportunity of 
expressing his appreciation. 

On August 19th, after trackman Albert 
Moon of Bidwell, Pa., had retired for the 
night he heard a noise from a passing 
train as though it was running over a 
broken rail. A thorough inspection of 
the track developed a badly broken rail 
and angle bar. Mr. Moon immediately 
called out the section foreman and his 
men and assisted in applying a new rail. 

On September 12th, Engineer M. E. 
Connelly,, while in charge of train No. 
90, engine 2831, felt his engine pass over 
a rough place in the track about one- 
fourth mile east of Hoblitzell, Pa. He 
stopped the train and notified the train 
crew, who discovered a broken rail in 
track on side next to westbound track. 
The section foreman was notified and a 
flagman sent back to protect the broken 
rail until repairs were made. Engineer 
Connelly's thoughtfulness no doubt 
averted a serious accident as train No. 
94 and a stock train were following 
train No. 90. 

On September 20th, while train of 
extra east engine 2804 was passing just 
west of Southampton, Trackwalker W. 
H. Bittner noticed Number 125046, under 
load of coal, in the train with a broken 
flange. The train was stopped, and it 
was found that 36 inches of flange had 
broken out of one of the wheels. The 



car was switched out and i)hu'ed on the 
siding at Foley. Bittner's watchfuhiess 
doubtless averted a serious accident as 
the car was derailed when hein^ set ofT 
on the siding. 


On the 12th of August, just east of 
Ellrod Tower, Brakeman Molyneaux saw 
fire flying about four car lengths ahead 
and u])on investigation discovered a 
brake rigging down. He immediately 
signaled to the engineer and the train was 
stopped and repairs made. Brakeman 
Molyneaux is to be commended. 

Brakeman J. J. ]McIntyre of a Glen- 
wood crew was at the switch leading from 
36th Street Yard waiting for extra 2600 
to pass so that the drag could be gotten 
out of the yard. After extra 2600 
stopped, he was looking around the train 
and discovered about 18 inches of flange 
broken out of the front wheel under Num- 
ber 44893, loaded with coal. He imme- 
diately notified the conductor of extra 
2600 and the car was set ofT at Willow 
Grove. Brakeman Mclntyre is to be 
commended for his alertness. 

On August 30th, while extra east 
1613-1699 was passing oflfice at Bertha, 
Operator J. F. Sweeney noticed a brake 
beam dragging and dropped block to 
stop position and flagged train, train 
being delayed eighteen minutes. Mr. 
Sweeney is to be commended for his 
prompt action. 


At 12.30 P. :M., September 28th, train 
No. 54 was flagged one mile west of 
DeForest Junction by ^I. H. Stien- 
beck, of Niles Avenue, Warren, Ohio, 
who had found a broken rail 60 feet east 
of the Power House switch. Conductor 
M. L. Greer of this train advises that 

tills was a very bad break which would 
un(l()ul)te(lly have caused c()nsi(lcral)l(' 
damage to property. Mr. Stieiibeck had 
flag protection out both ways t(j avoid 
tlie i)ossil)ility of any train being deraile(l. 
Mr. Stienl)eck's action is very much 
appreciated by the officials of the New 
Castle Division, and Superintendent 
Temple has written him a letter thanking 
him for his interest. 

On September 9th, Conductor Crill (3n 
train No. 8 wired Superintendent Temple 
that his flagman, Robert Mike.^ell, had 
noticed something on the first bridge 
of Youngstown Depot which did n(jt look 
good to him. The section men were sent 
to that point and they found a broken 
rail. Mr. Mikesell's watchfuhiess and 
]\Ir. Grill's ])n)m])t rei)()rt ])rol)a))ly 
avoided an accident on this river bridge, 
and the New Castle Division officials 
wish to thank them both through the 
columns of the magazine. 

On September 26th, Flagman Dye on 
extra west engine 4089, while j)assing 
extra east 4080 at Hereford, Ohio, noticed 
a rod about four feet long proji'cting from 
the north side of 4080's train nc^ar 
the head end. The dispatcher was 
notified and he advised the crew of 
4080. This action prevented trouble 
with the train. Much trouble can be 
avoided and expense saved when the men 
on the line keep their eyes open, and we 
are glad to say that Mr. Dye, as well as 
the rest of the employes, are wideawake. 
Their actions are appreciated by the 
Company very much. 


Crossing Watchman K. Fisher, who is 
always thinking of SAFETY FIRST, 
noticed a brakebeam on fast moving No. 
23 dragging on the rail, and signalcMJ 
Engineer Swanson. The latter brought 
the train to a stop just in time to avert 



what might have caused a very serious 
wreck and injury of many passengers 
en the platform. 


Mr. Hunt called attention to inci- 
dent which occurred on the morning of 
September 13. Yard Foreman H. E. 
Robinson and Switchman Steve Effinge, 

working in the Shops Yard, found a piece 
of wheel about thirteen inches in length 
lying along side the track. Thinking the 
car might still be in the yard, they kept 
a sharp lookout for a car with a broken 
wheel, finally discovering a broken wheel 
under M. K. & T. 60095 in train No. 98 
as that train was pulling out of the yard. 
The train was stopped, car set out and 
necessary repairs made. 





Tommy — What's a settlement worker, 

Dad — One who finds the silver lining 
to the other fellow's clouds. — From Judpe 


''Dad, you're pretty good at mathe- 
matics, ain't you? asked the hope (and 
despair) of the family. 

''I — I used to be," confessed old Bill 
Payne, scenting danger. 

"Well, where a side track and a main 
track join they form an angle, don't they? 


"Well, if a wreck should tear up the 
track right there, would it be a rectangle?" 
— Kansas City Star. 


"I dunnuh how-come," ruefully mused 
shuckless old Brother Soggy. "I dess 
nach'ly kain't make out 'bout dis: I 
owns eight dogs — keen, able-bodied var- 
mints as ever yo' seed, sah! — and yit, 
bless goddness! I kain't keep de wolf fum 
de do', no way I kin figger!" — Judge, 

George had finished a term in the 
county jail. When the sheriff let him 
out, he said: 

"Well, George, where are you going 
this time?" 

"I doan' know, boss, whar I's goin', 
but Fs goin' so far from dis heah jail dat 
it's goin' take nine dollahs to sen' me a 
postal card." — Everybody's Magazine. 

"Bobby," said the lady in the street 
car, severely, "why don't you get up and 
give your seat to your father? Doesn't 
it pain you to see him reaching for the 

"Not in a car, " said Bobby. "It does 
at home." — Ladies' Home Journal. 

"The cashier's always doz'ng during 
business hours. I wonder you don't 
fire him." 

"Not or^ your life. He could never 
sleep like that if he didn't have a clear 
conscience. " 

THE BALTi.MoKi; AM) OHIO i:.mi'].om:s macazixk 



Rector — "I have missed you from tiie 
church services since you received your 
uncle's legacy. You surely cannot moan 
to desert our fold?" 

Mrs. Ships Inne — " Why I'm simply 
obliged to, Mr. Surplis! I love the church, 
but now that 1 have my gowns from 
Paris, I can't get down on my knees to 
save my soul!" — Judge. 

Baseball Captain — "You shouldn't be 
so hard on the boys. They played ven- 
well. The game was lost through just 
one error." 

IManager — ''Yes, so was Paradise." — 
Boston Transcript. 


An old darkey was summoned before 
the judge for stealing a chicken. He was 
on hand early, and before the case was 
called, the judge, observing his presence, 
asked his name. 

''My name is Johnsing, yo' honah, "said 
the darkey. 

"Are you the defendant in this case?" 
inquired the judge. 

"No, sah," replied the darkey. "I'se 
got a la\\yer to do my defendin'; I'se the 
gentleman who stole de chickens. — Credit 


"It is said that more than one person 
has been killed by kissing." 

"Yes; but isn't it great stuff if you 
live through it? " — Judge. 

A small boy who was enjoying his 
first trip to tne country stood for several 
minutes watching a large windmill in the 
vicinity of the bam. Finally he ventured. 
"Gee, mister, you've got a fine electric 
fan for your pigs. " 

"Susannah," asked the preacher, when 
it came her turn to answer the usual ques- 
tion in such cases, "do you take this man 
to be your wedded husband, for better or 
for worse — " 

"Jes'as he is, pahson, "she interrupted, 
"jes'as he is. Ef he gets any better, 
Ah'll know de good Lawd's gwine take 
him, an' if he gets any wusser, w'y Ah'll 
ten' to him mj'self . " 

Once upon a time an Irishman was 
walking through a lonely cemeter\' and 
stopped before an imposing looking mon- 
ument bearing the following inscrij)tion: 
"Though Dead I Still Live." 

Pat reflected soberly for a moment and 
then said, "Well, if Oi was dead, begorra, 
Oi'd own up to it?" 


An old man who had led a sinful life 
was dying and his wife sent for a nearby 
preacher to pray for him. 

The preacher spent some time praying 
and talking, and finally the old man said. 
"What do you want me to do. Parson?" 

"Renounce the devil, renounce the 
devil," re])lied the preacher. 

"Well, but Parson," protested the 
dying man, "I ain't in a position to make 
anv enemies. " 





A. Hunter Boyd, Jr. 

J. W. Coon, Chairman 
E. Stimson F. E. Blaser 

Dr. J. F. Tearney 

John Hair 


S. D. Hammett, Clerk in the Stock Room of 
the Assistant General Passenger Agent's Office, 
after a vacation lasting all summer, has started 
active work in St. Andrew's P. E. Gymnasium. 
He is training very hard to make some of the 
regulars of the Basket Ball Team hustle for 
their positions. 

Charles Weibek, of the Freight Claim Depart- 
ment, was elected manager of the Idlewild Foot- 
Ball Team. Best wishes for a good season, 

Bill Kellogg, of the Passenger Department, 
while playing in a double header with the strong 
Magnolias recently, made five hits in seven 
trips to the bat, two of them going for three 
sacks. He scored six runs, is credited with a 
stolen base, and played an errorless game in the 

Speaking of old baseball players makes one 
think of the days when Buck Herzog and Bill 
Kellogg formed the best part of the strong in- 
field of the Baltimore and Ohio Athletic Asso- 
ciation. Although Kellogg did not make base- 
ball his profession, he was offered a contract by 
Manager McGraw, but owing to some agree- 
ment Bill had with the Dallas Club of the Texas 
League, he could not accept. 

M. B. Wild, Statistician to the President, is 
seriously ill from typhoid fever at the Williams- 
port General Hospital at Williamsport, Pa. He 
was stricken while on his vacation at Eagles- 
mere, Pa. Mrs. Wild reports that he is gaining 
strength slowly. 


The opening of the seventh season of the 
Baltimore & Ohio Central Duck Pin League 
showed a three game victory for the Office of 
the Auditor Coal and Coke Receipts. 

Although this is the first year this office has 
put a team in the race, warning is hereby given 
to all those with dreams of having a cinch with 
this "five," that they had better beware, 
because such persons are going to get left. 

If past performances may be used as a 
criterion, we are due to finish the season with 
the rest of the teams following, because WE'VE 

Look 'em over, boys: McCahan, Brannock 
and Pritchard — of last year's winners, McCahan 
finishing first in the league last year and fourth 
in the News Tournament, to say nothing of the 
promising recruits, Magness, Smith, Shinnamon 
and Pund. 

C. L. French, Superintendent of the Connells- 
ville Division with headquarters at Connells- 
ville, Pa., was promoted to Assistant General 
Superintendent of the Pittsburgh system, with 
headquarters at Pittsburgh. O. L. Eaton, 
Assistant Superintendent of the Connellsville 
Division, with headquarters at Somerset, Pa., 
and in charge of the Somerset and Cambria line 
from Rockwood to Johnstown, became Superin- 
tendent at Connellsville. S. C. Wolfersberger, 
Supervisor of Transportation of the Pittsburgh 
System, was appointed Assistant Superinten- 
dent at Somerset. 

All of the officials concerned in the changes 
are Baltimore and Ohio men who have spent 
their railroad careers with the company, the 
promotion, therefore, being in line with the 



policy of the road of filling vacancies by ad- 
vancing men within the ranks. 

The funeral of Ehenezer T. White. Assistant 
Superintendent of Motive Power of the Haiti- 
more and Ohio liailroad, who died after an 
attack of apoplexy on September 2(). took 
place on the Sunday afternoon following from 
his residence, 1815 W. Baltimore Street. Rev. 
W. A. Price, of the Church of the Covenant, 
conducted the services. The interment was in 
Druid Ridge Cemetery. 

Honorary pallbearers were officials of the Bal- 
timore and Ohio Railroad Comj)any and others 
who had been associated with him in railway 
work. Among them were President Daniel 
Willard. George F. Randolph. George F. Shriver, 
A. W. Thompson. F. H. Clark. C. \V. Gallowav. 
S. R. Carr, A. P. Prendergast. F. E. Blaser. 6. 
H. Hobbs, O. C. Cromwell and J. B. Onderdonk. 

Writing on increasing freight car performance 
and handling railroad equipment so far as to se- 
cure the greatest efficiency with the use of the 
least number of cars. C. C. Riley. General Super- 
intendent of Transportation of the Baltimore 
and Ohio System, contributes an article to the 
current issues of The Railway Age Gazette in 
which he outlines the plans which his company 
has adopted to accomplish such results. Mr. 
Riley brings out the interesting fact to railroad 
officials, that by a careful study of its traffic re- 
quirements and the scient'fic handling and load- 
ing of its equipment, the Baltimore and Ohio 
lines were enabled to effect a saving of 65.000 
freight cars during the six months ended March 
31, and thus the road was able to pass through a 
very heavy traffic period with practically no 
loss of business requiring box car equipment. 

A meeting of the passenger representatives of 
the Baltimore and Ohio Railroad was held at 
the Fort Pitt Hotel, Pittsburgh. Pa.. Thursday. 
October 9th. In the call for the meeting it was 
requested that suggestions in regard to the 
making of winter schedules, on our dining car 
and sleeping car service, or any other matter 
pertaining to passenger transportation, would 
be welcomed and discussed. 

Much to the satisfaction of the athletic in- 
terests of the City of Baltimore, Henry Elphin- 
stone. Clerk cf the Claim Accounting Bureau, 
and king of the long distance men, formerly with 
the Cross Country Club, has now started a 
course of study at Milton University, and in the 
future will represent them on the track and 
road. Henry is taking a night course to pre- 
pare himself for the University of Maryland. 

Bill Kellogg, of the passenger department, 
was a caller the other day, and has signified his 
intention to play in-door baseball with the 
Magnolias, who were Champions of the Balti- 
more In-door Baseball League last year. He 
also stated that the team was in hopes of get- 
ting Charles Tieme^-er, of the Drafting Room, 
who was one of the star boxman for the Magno- 
lias last year. 

W. C. Pinschmidt, of the Drafting Room, also 
one of the officers of troop 53, of the Boy Scouts, 
has just returned from camp at Emory Grove, 
where he had his charges. 

The I^lkridge ('ountry ("lub lia-^ stcured the 
services of four star foot-ball phiNcrs in .Messrs. 
Roy Hubbard, of the Ticket .Supply l)ep:irt- 
ment, who shines at Centre. Lawrence Gill, of 
the General Baggage Agent's Office, who will 
play one of the ends, (\ Smithton. of the Mail 
Room, Central Building, who will make a strong 
bid for one of the guard positions, and H. 
Chancy, Mail Room, Camden, who plays the 
other guard position. 


Charles Reno Purdy. of the .Vuditor of Pas- 
senger Receipts office, spent a week of his vaca- 
tion with his uncle at Kevser. W. \'a. 

JOHN' C. McC.\H.\N-. .\.'^.'^I.^T.\NT B.\GGAGP: 

Two clerks of the Piussenger Department, 
S. D. Hammett, and B. S. Dougherty, will 
start Sunday, October 26th. on a walk to .\nnap- 
olis, from the Munsey Building, and trv to break 
the present record of six hours held hy Daniel 
K, Younger, one of the star distance men of 
Baltimore City. 

Mr. and Mrs. T. A. Steeger, of the Ticket 
Supply Office, spent a day at the Dahlia Show, 
held at Cowenton. Md. Mr. Steeger stated 
that it was one of the finest displays he had ever 




Correspondent, W. B. Biggs. Agent, New York 

W. CoRXELL Terminal Agent, Chairman 

W. B. Biggs Agent, Pier 22, N. R. 

J. J. Bayer Agent, West 26th Street 

E. W. Evans Agent, St. George, S. I. 

J. T. Gorman Agent, Pier 21, E. R. 

A. L. MiCHELSEN Agent, Pier 7, N. R. 

E. Salisbury Asst. Terminal Agent, Pier 7, N. R. 

Alfred Oswald Foreman, Pier 22, N. R. 

M. E. Degnan Foreman, West 26th Street 

Timothy Dinneen Foreman, St. George, S. I. 

C. J. TooMEY Foreman, Pier 21, E. R. 

E. Sheehy Foreman, Pier 7, N. R. 

Louis Polly Laborer, Pier 7, N. R. 

Frank Cook Laborer, Pier 22, N. R. 

Sam Gilesta Laborer, 26th Street 

J. Boitano ' Laborer, Pier 21, E. R. 

Mike DeMayo Laborer, St. George 

C. H. KoHLER Tug Dispatcher, Marine Department 

A. W. Maul Lighterage Agent 

A. BoHLEN Captain, Marine Department 

Jas. Hewitt Engineer, Marine Department 

Patrick Meade Oiler, Marine Department 

R. Mullen Fireman, Marine Department 

T. Halverson Deckhand, Marine Department 

H. M. Nielsen Captain, Marine Department 

Geo. Kabatchnick Secretary 


Correspondent, R. Groeling, Chief Clerk, 
Clifton, S. I. 


F. C. Syze Trainmaster, Chairman 

B. F. Kelly Assistant Trainmaster, Vice-Chairman 

R. H. Taxter Road Conductor 

M. ScHAFFER Road Trainman 

J. R. Huff Y'ard Conductor 

Alex Conley Road Foreman of Engines 

G. Hartman Fireman 

E. Alley Track Suoervisor 

J. Johns Master Carpenter 

W. L. Dryden Signal Supervisor 

H. E. Smith Shop Foreman 

C. J. O'Connor Passenger Conductor 

F. E. Horan Road Engineer 

D. a. McLaughlin Yardmaster 

R. E. Collins Passenger Trainman 

It was with great sorrow that all the em- 
ployes on the Staten Island Lines learned of 
the sudden death of Engineer Melville A. 
Lovell on Friday morning, September 19th, 
1913. Mr. Lovell had been ill for about three 
weeks, but was able to be up and around the 
day previous to his death. On this day he was 
in conversation with the office of the Master 
Mechanic and had made arrangements to go to 
his old home at Phillipsburg, N. J. He entered 
the service of the Staten Island Rapid Transit 
R'y, in September, 1886, and was one of the 
oldest engineers in service. Mr. Lovell had 
the distinction of running a locomotive in nearly 
every state in the Union during his long career 
as a locomotive engineer. He was a man well 
liked by everyone, both young and old. It 
was his habit to raise his cap to everyone bid- 
ding him the time of day and he always had a 
pleasant word for all. Besides his widow he is 
survived by two daughters and a brother. 

Engineer Joseph Blackburn started his rail- 
road career as a brakeman in 1878. After two 
j^ears of service he went back to his trade as a 
cigarmaker for one year. He entered service 
again as a locomotive fireman and served three 
and one-half years, when he was promoted to 
engineer. Mr. Blackburn fired the first train 
to run from Clifton to Tompkinsville. At this 
time there was very little or no freight on the 
Island as the railroad was just begun and the 
majority of the business was in carrying pas- 
sengers. After almost thirty-five years of 
faithful service Engineer Blackburn was com- 
pelled to retire owing to serious illness which 
prevented him from continuing in the railroad 
service. Mr. Blackburn was well liked by all 
and could always relate happenings of by-gone 

Frank Mersereau, Clerk to Storekeeper, has 
left the service and taken a position with the 
Erie R. R. in the Train Master's Office. His 
place has been taken by B. Levy. 

Engineer Chas. WjTians, Sr., and wife spent 
a pleasant vacation at Port Jervis. 

J. H. Clark, Superintendent of Floating 
Equipment, with his family, have taken up 
their residence in Baltimore, Md. He still 
makes weekly visits to the shops at Clifton. 

Engineer Wm. Eckett and his brother. Fire- 
man Charles Eckett, took a trip to Troy, N. Y. 


Correspondent, J. C. Richardson. 

Chief Clerk, Philadelphia 


J. T. Olhatjsen Superintendent, Chairman 

H. K. Hartman Trainmaster, Vice-Chairman 

T. B. Franklin Terminal Agent 

V. P. Drugan Assistant Division Engineer 

F. H. Lamb Claim Agent 

Dr. a. L. Porter Medical Examiner 

H. M. White Engineer 

J. C. Jeffers Fireman 

G. G. James Conductor 

James Flynn Yard Conductor 

C. W. Cain Yard Conductor 

J. N. McCann.. .Gang Foreman, Car Department, East Side 
R. C. Acton Secretary 

C. R. Duncan, Chief Clerk, and R. Mallen, 
Road Foreman, Ohio Division, Chillicothe, 
Ohio, were welcome visitors in Philadelphia, 
where they both enjoyed the world's series 

C. Ratrie, Chief Clerk, Chicago Division, 
Garrett, Ind., accompanied by Mrs. Ratrie, 
passed through Philadelphia on their way to 
Atlantic City. 

Arthur Boettger, Assistant Shop Clerk, East 
Side Shop, has resigned to go into business for 
himself. Here's success. Arthur. 

F. W. Boardman has been appointed Master 
Mechanic of the Philadelphia Division, vice 
Wm, Sinnott, who has been transferred to Dis- 
trict Superintendent of Motive Power's staff. 
Mr. Sinnot, accompanied by his two daughters, 



Miss Marion and Miss Earlene, left hist week 
on a pleasure trip to the Pacific Coast, and will 
visit friends in Albuquerque, X, M., Los 
Angeles and San Francisco, C'ah, San Antonio, 
Houston and Galveston, Texas. They will be 
gone about a month. 

It is noted with pleasure that the Baltimore 
Division has organized a Veteran I'jnployes' 
Association on the same lines as govern the 
Philadelphia Division Association. About 200 
members joined. We wish them all success. It 
is also pleasing to note that E. L. McC'ahan. 
who has been located at Riverside for a number 
of years, was elected president of the new- 

Miss Helen Townley our efficient second trick 
telephone operator. Philadelphia Exchange, has 
returned to duty, after a serious illness of two 
months with typhoid fever. 

J. R. Sanford, Division Operator and Chief 
Train Dispatcher, has returned after a pleasant 
visit to his old home in Chillicothe, Ohio, 
Washington, Ind.. and Charlestown, W. Va. 

J. C. Basford, employed on this division for 
a number of years as locomotive engineer, was 
on September 1st appointed Assistant Road 
Foreman of Engines. Philadelphia Division. 

R. H. Campbell, who has been Freight and 
Ticket Agent at Darby, Pa., has resigned and 
taken position as Clerk and Operator at Childs, 

G. A. Steidler, w^ho has been Clerk at Wood- 
lyn, Pa., for several years, has been Acting 
Agent at Darby, Pa. 

E. O. Scott, Assistant Ticket Agent, Wil- 
mington, Del., has been transferred to Assistant 
Ticket Agent, 834 Chestnut Street, Philadel- 
phila, Pa. 

C. C. Cann, Station Baggage Agent at Wil- 
mington, Del., has been promoted to Assistant 
Ticket Agent, at that point. 

H. W. Kennedy, Xight Baggage Agent, Wil- 
mington, Del., has been promoted to Day Bag- 
gage Agent, vice C. C. Cann, promoted. 

L. C. Mills, for a number of years Yard 
Brakeman at Wilmington, Del., who had his 
foot injured some time ago, has been api)ointed 
to the position of Xight Baggage Agent at that 

Leslie Burns, Clerk at Landenberg, Pa., has 
been filling in as Acting Relief Agent at several 
points on the Philadelphia Division. 

P. J. Fessenden and W. L. McClure of the 
Superintendent's Office have just returned from 
a trip over the Great Lakes. 

H. S. Benedict, Time Keeper, has returned 
to headquarters after some weeks in the Gen- 
eral Offices at Baltimore on special work. 

H. B. Voorhees, General Superintendent of 
C. H. & D. R. R., was a welcome visitor at 

( I. F. .Messinan, 'rime ( 'Icrk, Superintendent's 
Office. Cumberland. .Md., has been visiting 
friends in Philadelphia. 

Special mention must be made of W . A. 
Kosman, the Xight Clerk at Bay \'iew. When 
any one gets ofT the train by mistake he is on 
the job to direct them to their destination. 
On September 20th, an elderly lady got ofT the 
train there thinking that it was the Gay Street 
Station. He took her satchel and carried it 
for her into Ilighlandtown, where he placed 
her in charge of the street car conductor. 

Bernard Ashby. Passenger Agent at Phila- 
delphia, has returned to his post after spending 
several weeks at Hot Springs, Va. Mr. Ashby 
was troubled with neuritis and is n()W much 


Correspondent, H. Roger.":?, Baltimore 


O. H. HoBBS f'hairnian 

C. W. Mewshaw \'ice-C'hjiirman 

G. R. Albikeh Yard Conductor. C'urti.s Hay 

R. B. Banks , Division Chiirn .Vet'nt 

E. H. Barnhart Assistant Division Knginwr 

J. H. BiNG Yard Brakeman. I»rust Point 

T. Deenthan Car Inspector. W;i.-<hinKt<)n, D. C. 

D. M. Flsher -ARent, Wiu^hinEton. D. C. 

R. T. Foster Y'ard Brakeman. Brun.«iwick, Md. 

Geo. Gardner Yard Contluctor, Camden Yard 

\V. Harrigan" Air Brake Repairman, Riverside 

A. M. Kinstendorff Agent, Camden Station 

Dr. E. H. Mathers Medical Exjiminer 

G. H. Miller Yard Conductor, WasliinRton, D. C. 

W. T. Moore .Agent I^orust Roirt 

W. P. NicoDEMUS Machinist, Brunswick. Md. 

C E. OwiNGS Passenger Conductor. Camden 

W. E. Shannon Tran-sfer Agent, Bnin.swick. Md. 

E. K. Smith Secretary. Y. M. C. A.. Brunswick, Md. 

T. E. Stacet Secretary, Y. M. C. A.. Riverside 

C. E. Stewart Piecework Inspector, Brunswick. Md. 

Geo. Sypes Fireman, Riverside 

S. R. Taylor Yard Brakeman. Bav View 

S. E. Tanner Master Carpenter, (^amden 

C. E. Walsh Engineer, Riverside 

J. L. Welsh Assistant Yardmaster, Mt. Clare 

G. H. Winslow. Secretary, Y. .M. C. A.. Washington, D. C. 


Correspondent. H. A. Beaumont. 

General Foreman 


P. CoNirr .Superintendent Shops, Chairman 

S. A. Carter .Machinist, Erecting Shop 

11. OvERBY Machinist, Erecting Shop 

J. P. Keinardt Fire Marshal. .\xle 

and Blacksmith Shops and Powi-r Pl:int 

H. C. Yealdhall Boilermaker. Boiler .<hop 

R. W. Chesney Moulder. Bnw<3 P'oundry 

V. L. Fisher Moulder. Irr>n Foundry 

J. H. Ward Machinist, Number 1 Machine Shop 

J. O. Pehin Machinist, Number 2 .Mjichine Shop 

H. E. H\E8LOOP Tinner. Pipe. Tin and Tender Shops 

Geo. R. I^eilich .Manager. Printing Dept. 




H. A. Beaumont Chairman 

H, H. Burns Freight Repair Track, Mt. Clare 

T. H. Tatum Repairman, Freight 

Car Rebair Track, Mount Clare 

L. A. Margart Mount Clare Junction 

J. T. ScHULTZ Cabinet Shop, Mount Clare 

C. W. Gegner Passenger Car Shop, Mount Clare 

Otto A. Frontling Paint Shop, Mount Clare 

J. ZiswARCK Car Builder. Camden 

P. G. Hack Camden 

C. W. Kern Stenographer, Baileys 

R. W. Upton Curtis Bay 

•H. C. Albrecht Inspector, Locust Point 

D. ScHAFFER Locust Point 

J. F. MiELKA Locust Point 

I. G. R. Lathroun Bay view 

There has fallen from our ranks a veteran in 
the person of H. S. Taylor, a veteran not 
only in the service of the road, but also in 
the service of his country. 


Mr. Taylor was better known among the 
employes at Mt. Clare and the men along the 
line of road as ''Uncle Dick." At the age of 21 
he enlisted as a private in Alexander's Battery 
during the Civil War, serving throughout the 
war and receiving an honorable discharge in 
1866. He entered the service of the road in 
March of the same year. 

Mr. Taylor was connected with the rod de- 
partment for 47 years, the greater part of this 
service being rendered as foreman of this depart- 
ment. His regularity was an example to all of 
us; he was very active, and up to within a short 
time before his death was daily at his employ- 

Uncle Dick had among his friends many who 
had known him for years and who esteemed him 

very highly; these join with the younger genera- 
tion today in extending sympathy to his family. 

He was a member of the Wilson Post G. A. R. 
He and Joseph Peach had the distinction of 
designing and building the first spike machine! 
ever made on the road. C. D. Taylor, his son, 
is now in the employ of the road, in No. 2 
Machine Shop, Mt. Clare, as a machinist, and 
we sincerely hope that he will prove as valua- 
ble to the Company as his father did during 
his long service. 

We are very much grieved to hear of the 
death of W. G. Roskelly, who formerly had 
charge of the wreck train at Mt. Clare, and who 
at the time of his death had charge of the wreck 
train at Garrett, Ind. The heartfelt sympathy 
of those who knew him when he was employed 
at Mt. Clare is extended to his relatives. 

Edward H. Mattingly, Air Brake Inspector at 
Locust Point freight shops, has taken up duties 
in Johnstown, Pa., under Engineer of Tests 
Onderdonk, as Chief Inspector on new equip- 
ment. Mr. Mattingly will be succeeded by 
George F. Stiner, a Locust Point man, who is 
well fitted for the position. 

The employes at Mt. Clare express deep 
grief at the death of E. T. White, and they de- 
sire to extend their heartfelt sympathy to his 
relatives and friends. Mr. White was well 
known to employes at Mt. Clare and he was 
liked and respected by all. 

The members of the Mediator Committee 
wish to express their thanks to the officials of 
the Baltimore and Ohio Railroad for their 
kindness in granting us transportation for our 
picnic held at Brandywine Springs, September 
25th, 1913. They would also like to thank Mr. 
Conniff and his office force for their help in mak- 
ing the picnic a success, and each Foreman in 
the Mt. Clare shops as well. 

Throughout the day there were amusements 
for the young as well as the old, such as boat 
racing for the men, pie eating contests for the 
boys, girls and young ladies, a potato race and a 
gum drop contest for boys and girls, and an egg 
race contest for young men and ladies. The 
baseball game between the apprentice boys 
of No. 2 machine shop and a picked team of 
apprentice boys from other shops was won by 
No. 2 shop by a score of 6 to 3. 

' We also had a good talk by Mr. Davis on 
Mediation. Mr. Lecompte, representing Mr. 
Conniff, was the next speaker and gave a very 
interesting talk. This part of the entertain- 
ment was held in the Auditorium; there was 
music by the brass band of the Peoples R. R. of 
Wilmington. There was not an accident during 
the day to spoil the pleasure of anyone and there 
was a responsible party on each car to look out 
for "SAFETY FIRST." Many expressed re- 
gret that Mr. Conniff could not be with us, but 
he had special business which needed his atten- 




Correspondent, G H. Winslow, 
}'. M. C. A. Secretary 

The new pin especially (los'giiod for the 
Terminal K. U. Y. M. C\ A. is causing; much 
favorable comment among the members and 
many of the pins are being worn. 

About forty volumes of new books for the 
younger members of the association have been 
added to the library. Among the authors are — 
Frank E. Kellogg. Harry Castleman. Frank 
Patchin, and Graham B. "Forbes. 

Several railroad men are taking up the study 
of accountancy in the Washington School of 
Accountancv at the Central Branch Y. M. C. A. 

Two of our well-known railroad men wore 
married recently. Mr. John Kilroy and Mis.s 
Mary Carney were married at St. Dominic's 
Church, and Mr. Lawrence Farley and Miss 
Martha Gibson at the Church of the Holy 
('omforter. Both couples left for the nf)rth on 
their wedding trips. They have the best 
wishes of their manv friends. 

Thos. F. Foltz of Pittsburgh has been ap- 
pointed to fill the vacancy caused by the resig- 
nation of J. B. Mcintosh, Su{)eriiitendeiit of 
Light, Heat and Power. Mr. Mcintosh luis 
accepted a position in Cleveland, Ohio. 

The new R. R. Y. M. C. A. tennis courts eiust 
of Union Station are among the best in the city 
and many close and interesting games are played 
bv the members. 


The course includes accounting, auditing, and 
applied economics, law, finance and organiza- 
tion. The school is in charge of Director of 
Education. Myron Jermain Jones, who has a 
corps of instructors of exceptional ability to 
assist him in his work. 

The bowlers of the K. K. Y. M. C. \. league 
met and reorganized for the seiuson of 191.3- HU4. 
The alleys have been put in first chuss condition 
and an e.xciting season is assured. Several 
teams have already signified their intentions 
of entering the league. 

In addition to the school of accountancy the 
Central Branch Y. M. C. A. conducts classes 
in about twenty-five other subjects. These 
classes are open to members of the railroad 
department and quite a number have taken 
advantage of the privileges offered. 

Engineer Frank Chad wick, one of the most 
enthusiastic bowlers in Washington, expects to 
break one or more records this winter. He 
holds the high record for ten pins on the asso- 
ciation alleys. C. L. Williams is after him and 
will pull down his record if possible. 




Correspondents, W. C. Montignani, Y.M. C. A. 
Secretary, Cumberland 

E. H. Ravenscraft, Keyser 


M. H. Cahill Assistant Superintendent, Chairman 

J. W Deneen Trainmaster, Vice-Chairman 

C. S. McBee Road Conductor 

E. Merkle Road Engineer 

J. W. Manford Yard Conductor 

D. C. Plotner Frogman 

E. M. Chonvorant Coppersmith 

W. B. Tansill Leading Inspector 

W. H. Broome Leading Inspector 

D. A. NiLAND Machinist 

E. D. Calhoun Fireman 

J. M. RizER Brakeman 

J. Z. Terrell Agent, Keyser 

C. H. LovENSTEiN Operator 

J. Welsh Conductor 

J. G. Lester Signal Supervisor 

I. S. Sponseller General Supervisor 

Dr. J. A. Doerner Medical Examiner 

W. Harig Division Claim Agent 

W. C. Montignani Secretary Y. M. C. A. 

T. F. Shaffer Secretary to Superintendent 

B. A. Yeager, a brakeman on the pike, who 
has been ill with typhoid pneumonia since 
March, is now able to resume his duties with 
the Baltimore & Ohio. 

E. P. Hoffman, of Brunswick, who is em- 
ployed as a hostler on the fire track, was 
seriously injured while at work early Tuesday 
morning. Another engine ran into the one on 
which he was working, throwing him backward 
to the ground. He sustained injuries of the 
back and head and probably internal injuries. 
He was taken to the Maryland University 
Hospital of Baltimore. 

Baltimore & Ohio Engineer H. L. Butts 
claims the distinction of having pulled the 
biggest train of loaded cars ever hauled over 
the second division of the Baltimore & Ohio 
and says that the run was made "without up- 
setting the coffee pot or pulling a stinger out." 
A day or two ago he was at the throttle of 
engine 4235, one of the heaviest and most 
powerful types of freight engines used on the 
road, and went from Cumberland to Brunswick 
with 104 loaded cars. His average running 
time was 33 miles per hour. This run breaks 
the record for the number of loads pulled in one 
train on this division, which was also held by 
Engineer Butts. 

W. P. Greenfield, a brakeman on the Balti- 
more Division of the Baltimore & Ohio Rail- 
road met with a very painful accident recently 
at Boyds station, Montgomery County, on the 
Metropolitan Branch, when he was thrown 
from a car. He was on duty on the train known 
as the I. F. & P., No. 94, which left Brunswick 
at 5 o'clock that evening. At Boyds the drop 
bottom of a coal car came down and Mr. Green- 
field in attempting to board the car while in 
motion, for the purpose of shutting off the 
brake, was thrown backwards to the ground, 
and dragged for a considerable distance. His 
right leg was badly bruised and cut below the 

Samuel Armstrong, a negro, was arrested at 
Magnolia charged with robbing a Baltimore & 
Ohio Railroad freight car of $45 worth of meat 
and hiding it in the bushes along the track. 
Thomas Marshall, Baltimore & Ohio Agent at 
Magnolia and his clerk, James Keller, noticed 
the negro prowling about the car. They held 
him prisoner until the officers arrived. 

The night following three arrests were made 
in that section by Lieut. B. I. Prince. One was 
a foreigner, Mike Kvalkie, who not only en- 
dangered the lives of his friends, who sought to 
pacify him, but attempted to kill himself. The 
two others were James and Timothy Lipscomb, 
negroes, father and son. Joseph was drinking 
on No. 18 and paid fine and costs amounting to 
$13.00; Timothy was carrying a gun and re- 
ceived six months in jail and a fine of $50. 

Ervin Custer, 25 years old^ a brakeman on 
the Pittsburgh Division of the Baltimore & 
Ohio Railroad, who was found along the tracks 
beyond Connellsville suffering with internal 
injuries, and brought to the Western Maryland 
Hospital Saturday morning, is reported as 
somewhat improved. 

Jack Talliferre, the fireman, who fell through 
the Baltimore & Ohio bridge at McKeesport, 
has sufficiently recovered to be out, and has 
gone to his home in Washington. 

E. Fred Avers, 120 Grand Avenue, a recent 
graduate of the local high school, recently 
resigned his position with Schwarzenbach & 
Son, to accept another at the Baltimore & Ohio 
freight office, also uptown. 

John May, the veteran Baltimore & Ohio 
man, who was quite ill at the home of G. H. 
Keedy, on Winchester Avenue, Martinsburg, is 
able to be out again. 

Will G. Garvey, a Baltimore & Ohio brake- 
man, was caught between two cars at Benwood 
and badly crushed on the hips and abdomen. 
He is a brother of Chief of Police L. C. Garvey, 
of Benwood, and has a wife and three children 
in McMechen. 

On Monday evening, October 6th, the Tie 
Plant employes headed by Superintendent F. J. 
Angier and Supervisor C. W. Lane, afforded an 
unusual surprise to Mr. P. L. Conley and wife, 
of Green Spring, W. Va. Mr. Conley is the 
General Foreman of the Tie Treating Plant. 
The surprise was in honor of the marriage of 
Mr. and Mrs. Conley on August 22nd. The gift 
was a handsome four piece solid silver tea set. 
The evening was most pleasantly enjoyed by 
everyone, the entertainment being furnished by 
the Tie Plant Glee Club, and solos by Mr. Lane 
and Mr. Sparver. F. J. Angier was toast- 

On October 14, Clifford W. Lane, Super- 
visor of the Tie Treating Plant at Green Spring, 
W. Va., and Miss Edith Mott were united in 
wedlock at the home of the bride in Foxboro, 
Mass. After the cermony Mr. and Mrs. Lane 

Tin: HAi;riM()i{K and ohio emi'Lovks mac azink 


will spend their lioncyinooii in M.iiiic, :ai(l upon 
tlicir ;uriv:il will settle in (Ireen Sprinji; in u 
l)unf!;;il()w especiiilly built for (he couple. There 
will he many pleas;int surprises awaiting; tlie 
bridal couple upon their return to (Ireen Spring. 
The eni[)loyes of the 'I'ie Plant have some 
uni(iue n()veltii\s for them. 


Correspondent, W. L. Stephens 

Born to Brakeman and Mrs. J. H. Fortney, a 
daughter. Fireman and Mrs. Chris Lang, a 
daughter, and to Conductor and Mrs Joseph 
Mercer, a son. 

Scale Inspector and Mrs. A. J. Allen of Cum- 
berland an(l Mr. and Mrs. D. S. Palmer enjoyed 
quit e a t rip, embracing Cleveland, Ohio, Toront o. 




Canada. Buffalo and Niagara Falls, attending 
the National Industrial Exposition at Toronto 
and the Perry Centennial. 

The accompanying photograph was taken in 
the park on the Canadian side, from which a fine 
view is obtained of the river and nearby points 
in Canada. Mr. Allen is widely known over t he 
system as a scale inspector and Mr. Palmer is a 
tinner in the M. of W. Department. All mem- 
bers of the party enjoyed the trip. 

Master Damon Hardy, the fourteen year old 
son of Conductor T. R. Hardy, was injured by 
being thrown from his bicycle. His nose was 

broken, face bruised, and his teeth knocked The injuries, while painful, were not 
serious and Damon is imjjroving steadily. 

Thomas H. ]{ussell, a resident of Brunswick. 
Md., and for many years a well known lialti- 
more and Ohio Conductor, died at the home of 
his daughter, Mrs. Ceorge Hassen, in this city. 
He came to Martinsburg to visit at the home of 
Engineer Hass(>n, and while there, fell iipon the 
porch, his head striking the floor violently. 
He was rendered unconscious and remained in 
that condition until death ensued. Mr. Rus- 
sell was born in Harpers Ferry si.xty-seven years 
ago. During the Civil War he served as a inem- 
ber of Companv A, Third Maryland Home Brig- 
ade. He had been in the employ of the Balti- 
more ;md Ohio for many years and was well 
known on the Cumberhuid Division. Uo was 
an efficient and popular railroad man. 

Charles Curtis Dailey, an employe of the frog 
shop, died very suddenly at his hoine in Franken- 
berrytown, a suburb of Martinsburg. Heart 
failure was the cause of death. 

He was alone at his homo when stricken and 
his dead body was not discovered for several 
hours after death. He was born and reared in 
Frankenberrytown and spent the greater por- 
tion of his fifty-seven years of life near liis birth- 
place, having erected a home on a [)lot of ground 
which was formerly a part of the Dailcy home- 
stead. He entered the employ of the Balti- 
more and Ohio in 1880 and served in difTerent 
capacities during his thirty-three years of ser- 

His sudden demise was a decided shock to his 
fellow-employes at the local shop and a feeling 
of profound regret came from all who knew the 
deceased shopman. 

Charles Anderson has accepted a position in 
the offices of the l^altimore and Ohio at (Ireen 
Spring, \V. \'a. 

Superintendent Z. T. Brant ner spent a two 
weeks' vacation in visiting cities in Wisconsin, 
Illinois and Iowa. 

Assistant Road P'oreman of Engines Dwig- 
gins has moved his family from this city to Cum- 
berland, Md.. which he will mak*- his head- 


Correspondent, J. L. M.\i>his 

(;. I). Hh()<.kk 

U. H. Eakle 


.•^(i[>iTintiTiil«>nt . C "huirtnaa 


Yanl Conductor 

Passenger Conductor W. F. Edwards, who 
recentlj' succeeded (\\pt. Barley on the Ejkstern 
District, was ofT duty during the week of 
September 8th attending the marriage of hin 
attractive neice. Miss (loldie Schoppert. of 
Lexington, \i\. Miss Schoppert is the daughter 
of Engineer Charl(>s Schoppert. who was killed 



in an accident near Ellicott City a number of 
years ago. She has made her home with Capt. 
Edwards since her father's death. 

Brakeman L. Carter has been on the sick list 
for several days. Brakeman H. C. Frye 
relieved him on his run. 

J. E. Glenn, the popular ticket agent and 
operator at Harrisonburg, attended the State 
Firemen's convention held in Staunton during 
August, and was re-elected Secretary of the 
association. He has held this office for a 
number of years. 

Carpenter Foreman J. Cavey and wife spent 
some time with their daughter in Parkersburg, 
W. Va. 

Mrs. C. C. Hite, wife of Agent C. C. Hite, of 
Lexington, Va., enjoyed a trip through the 
middle west, visiting relatives and friends. She 
stopped at Omaha, Neb., Mexico, Mo., St. 
Louis, Grafton, Cumberland and Washington 
Junction. Her husband expects to join her at 
Omaha early in October. 

E. E. Baker has been appointed agent and 
operator at Greenville, Va., vice J. M. Swann, 
promoted to the position of ticket agent and 
operator at Staunton, Va. 

Conductor C. E. Dudrow has returned to duty 
after being ofT for some time on account of 
injury to his arm. 

A. McCoy, Relief Agent, will act as Assistant 
Chief Clerk in charge of Agents in place of Mr. 

Ferd Price, Tonnage Clerk, is off duty on 
account of an attack of typhoid fever. George 
Ullom is working his turn. 

C. W. Robertson, Engineer on 62 and 69, was 
of!" duty for several weeks on account of illness 
in the family. 

G. C. Smith, Engineer, was off duty several 
weeks on account of his wife's illness. We 
understand that she is getting along nicely. 

Mrs. Stella Jenkins and Miss Ethel Bradford, 
stenographers in the Superintendent's office 
at Grafton, spent their vacation sight-seeing 
at Niagara Falls, New York City and other 
points of interest. 

Roy Leonard has accepted a position as Clerk 
in M. of W. Department. 


Correspondent, A. G. Youst, Operator, 
Clover Gap 


Correspondent, L. C. Ford, Grafton 


C. A. SiNSEL Medical Examiner, Chairman 

J. O. Martin ...Claim Agent 

W. B. Wells Assistant Division Engineer 

W. P. Clark Machinist 

H. Brandenburg Conductor 

C. R. Knight Fireman 

J. A. Bridge. Telegraph Operator 

G. E. Ramsburg Engineer 

A. J. Boyles ■ Conductor 

J. J. Lynch Leading Inspector 

J. W. Leith Foreman Carpenter 

A. T. Cline, Manager Grafton Relay, the 
oldest manager and operator on the Baltimore 
& Ohio system in active service, is spending his 
vacation at home. He has been with the road 
for over fifty-two years. 

Operator J. W. Kenney spent his vacation at 
Atlantic City. 

C. W. VanHorn, who has held the position of 
train master at Clarksburg for the past three 
years, has been made train master on the 
Chicago Division. We regret very much to 
lose Mr. VanHorn, but wish him success in his 
new field of duty. 

J. D. Anthony, Assistant Chief Clerk in 
charge of Agents, Superintendent's office, has 
been assigned to some special work temporarily. 


H. B. Green Superintendent, Chairman 

C. M. Criswell Agent, Wheeling 

Dr. C. E. Pratt Medical Examiner, Wheeling 

Dr. J. E. Hurley Medical Examiner, Benwood Junction 

A. G. Youst Operator 

M. C. Smith Claim Agent 

C. McCann Engineer 

H. E. Fowler Assistant Division Engineer 

E, McConnaughy Engineer 

H. H. HiPSLEY General Yardmaster 

E. E. HoovEN Shop Foreman 

V. B. Glasgow Conductor 

J, CoxoN Engineer 

W. A. Morris Fireman 

G. Adlesberger Car Foreman 

W. H. Haberfield Machinist, Benwood 

In bleeding air, Brakeman B. A. Norton 
slightly injured his hand and paid no attention 
to it. In a day or two he had to be relieved from 
duty on account of blood poisoning developing. 
Don't neglect the little things. The big ones 
will take care of themselves. 

W. S. Byard, Car Repairman at Glover Gap, 
has returned to duty after three weeks' disa- 
bility on account of blood poisoning in slight 
injury on the back of his hand. Another small 
matter neglected, which might have proved 
much more serious. 

On August 28, Trackman George Barrett, 
while assisting in cutting a rail, was struck in 
the forehead by a large spawl. It imbedded it- 
self so deeply that he had to have it cut out. 
On the same date L. B. Snyder of the same 
section sustained a very badly mashed finger in 
working at Glen Easton. 



Wreck Master Joseph Harter of the Cameron 
relief train attended the ten days' Chautauqua 
service at Moundsville, being relieved oy 
Wreck Master U. Lough of Benwootl. This was 
Mr. Harter's first vacation in nine years. 

Extra Passenger Conductors R. F. Pell, Ed. 
Kemple, W. H. Lowe and C. A. Deitz bright- 
ened up their gold buttons, put an extra shine 
on their shoes and got very busy during the 
State Fair at Wheeling, assisting the regular 
men in handling the excessive travel and look- 
ing after their trains. 

EngineersJohnHauckandEd.Gatewood, with 
their families, have returned home after their 
summer vacations at Shepherdstown, Va., and 
Bradford, Pa., respectively. 


From left to right are Mr. Ellis. Dr. Jones, Dr. Murphy, 
Frank Weldon and Messrs. Nichols, Wells, Spangler, 
Stunner, McCurren, Bradeiy, Duffy and Carpenter. 
All of these men have been in the Company's service 
for periods of from 35 to 50 years. 

R. L. Straub has been appointed Agent at 
Cameron, W. Va., vice W. C. Xesbitt, who has 
gone into other business. 

R. E. Parkinson, Agent at Mannington, W. 
Va., has been luiloughed on account of ill 
health. His Chief Clerk, T. McXicholas, is 
Acting Agent during Mr. Parkinson's absence. 

E. E. Hamilton, of the general offices at Balti- 
more, was visiting among his many Wheeling 
friends recently. 

Road Foreman of Engines J. S. Little has re- 
turned to the Newark Division and W. F. Ross 
of the Newark Division has been appointed 
Road Foreman on the Wheeling Division. Mr, 
Ross was formerly Road Foreman here. 

Mrs. Charles Bagley visited at Bradford, Pa. 

Miss Ethel Murtaugh, daughter of the Super- 
visor at Glover Gap, spent three weeks with 
relatives at Parkersourg. 

Mrs. A. G. Youst, wife of the Operator, has 
returned home after a brief visit with sick rel- 
atives in Chicago. 

Michael Hopkins, Lamp .Man at (ilover (Jap, 
wont to .Mount Clements, Mich., on account of 
his ha}' fever. 

Engineman W. F. Thomas ;ind wife have re- 
turned after a pleasant sojourn on the great 

Conductors C. A. Deitz, E. L. (Judge) Parker, 
C. H. (Tug) Wilson, C. C. Cooper, Engineman 
Jacob Fensepost SchafTer and others— we failed 
to get names— spent two weeks in the wilds of 
Wetzel County fishing and hunting. 

Another crew from Wheeling was out there 
also. We will not venture to rccoimt their ex- 
ploits but give below a copy of letter which de- 
scribes their e.xpectations: 

"C. M. Criswell, Agent, Wheeling:— 

Please arrange to have tank car placed on sid- 
ing at Woodland, W. Va., for loading fish and 
be ready to have any further supply of this 
of cars on hand in case of rush order. All fisher- 
men of reputation in this vicinity, inclu(ling Mr. 
Hipsley imd myself, will be on Fish Creek be- 
tween September first and fifteenth. 

S. J. Montgomery, 8-26-13." 

Some enterprising man at Benwood is a candi- 
date for special recognition in the merit roll. 
He stopped long enough to write "SAFETY 
FIRST" on a draw head lying between two 
tracks in the yard. The time consumed in 
chalking those two words on the draw head 
could have been honestly and .honorablv util- 
ized in throwing the obstruction from thetrack; 
his merit mark should be prefixed with a large 

D . We do not like to acknowledge that we 

have as mean a man as this on the Wheeling 
Division, but think each employe should re- 
ceive due recognition for special ofTort. Is 
there another division on the system that can 
compete with us in this line? We hope not I 

Shop Clerk C. D. Woodburn and P. W. In- 
spector A. J. Kettlewell, have returned from 
Niagara Falls after spending a pleasant vaca- 

Storekeeper R. T. Ravenscroft spent two 
weeks vacation at his old homestead in Kevser, 
W. Va. 

L. O. Miller, Clerk M. W. Office, has been 
transferred to the freight car department on the 
Cumberland Division. 

Engine Inspector T. N. Martin h;is returned 
to work after attending his brother's funeral at 
Metz, W. Va. 

Former Yard Clerk Clyde Haley has accepted 
a position in the Cumberhmd yards. 

Chief Yard Clerk Harry Conners h.-is been 
promoted to Night Yard Master at Bellaire. 

Boilermaker H. Havercamp is off duty on ac- 
count of slight injuries to his head. 

General Yard Master H. Hipsley, Conductor 
C. TifTt and others have returned from a pleas- 



ant huDting and fishing outing. Their tales of 
large game and fish are too varied to harmonize 
well, however. 

Car builders Adam and Fred Beltz spent a 
week in Cleveland. 


Miss Ruby has a copy of the Employe's Magazine in her 

hand, and the plainest words she speaks are 

"Safety First" 

Wm. Garvej', who received injuries in the 
3^ard some time ago, is improving nicely and will 
soon be at his post of duty again. 

Air Brakeman A. E. Green and Car Repair- 
man O. Loy recently had a glimpse of the tall 
buildings in New York. 

F. Stack, Stenographer, spent his vacation 
with old friends. 

Car Foreman C. Adlesberger looked over the 
works at Hartzel recently. 

Car Inspector J. W, Kittlewell and wife are 
visiting at Huntington. 


Correspondent, J. H. Oatey, Y. M. C. A. 
Secretary, Parkersburg 


C. E. Bryan Superintendent, Chairman 

S. T. Archer Engineer, Vice-Chairman 

A. Mace Trainman 

P. J. MoRAN Yardman 

R. L. CoMPTON Shopman 

C. L. Parr Fireman 

W. B. ^^I^•KLER Agent, Operator 

W. M. HiGGixs Maintenance of Way 

\V. E. Kennedy Claim Agent 

J. H. Oatey Y. M. C. A. 

A. J. BossYNs M. D., Relief Department 

At the last meeting of the local Safet}^ Com- 
mittee, held August 20th, there was a good 
attendance and a very profitable session. 

Among the many things reported was a very 
interesting fact presented by Dr. A. J. Bossyns, 
Relief Department Committeeman. He said 
that during the month only two accidents, both 
of a minor nature, had occurred. One was due 
to falling over a wire attached to a log along the 
track, which has since been removed, and the 
other was due to an engineer moving a train 
without signal from the proper parties. 

Attention was called to the "Message from 
the President" to all of the employes of the 
Baltimore and Ohio System, published in the 
July issue of the magazine, which the committee 
present stated they had read, and which was 
posted on all bulletin boards, at shops, etc. 

The Committee on this division would not 
recommend installing safety chains across bag- 
gage car doors, as it is thought that the liabil- 
ity of leaving these chains unhooked, hanging 
out of car doors and striking something, or the 
liability of baggageman leaning against them 
and falling, would be greater than the protec- 
tion afforded. We think there is also very little 
use for these chains, as baggagemen during the 
warm weather generally keep doors closed to 
keep out the dust, cinders, etc., and in cold 
weather doors are kept closed to protect them 
from the weather. 

The new train service between Parkersburg 
and Columbus, which became effective August 
10th, according to report, is receiving words of 
strong commendation from the public. The 
new service furnishes practically a daylight 
ride to Chicago, with parlor car service from 
Zanesville to Chicago. 

General Superintendent R. M. Begien of Cin- 
cinnati and Division Superintendent E. R. Sco- 
ville of Chillicothe were here for a short time on 
the 16th. 

Assistant Electrician J. W. Buckley was re- 
cently badly injured by getting his hand caught 
in the engine at the power plant. He is better 
now, however, and will soon be back to work. 

B. G. Gangweir has been promoted from the 
round-house office to the O. R. master mechanic's 
office, taking the place of Geo. R. Bryan, 
Distribution Clerk, who has returned to school. 

TIIK BAi;i'l.M()l{l': AM) OHIO i;.M I'L()Vi:s .MACAZINK 


(Mcrk 1). B. Hector has returned from Kich- 
inond. ItuliaiKi. where he went to visit liis bro- 
ther, who was injured in the recent railroad 
wreck near that phice. The injured man is 
much improved. 

On S(>ptemher 9th, William .Joseph Moran, a 
local eiif^ineer and a son of P. J. Moran, who is 
one of the local Safety Committeemen, was 
united in marriage to Aliss (Jrace H. McMullen 
of KUenhoro. For this acidition to the number 
of real railroad sympathizers. Mr. Moran is re- 
ceiving the congratulations of his friends. 

O.J. Kelley. who for the past three years has 
been Master Mechanic of the Baltimore luid 
Ohio and O. H. shops, a position which he filled 
with splendid satisfaction to the comj)any. has 

the crew, tiie destruction of fifttu'n to twenty 
cars and the demolition of the track to such an 
extent that traffic was tied up on the road for 
many liours. 

It was a rear end collision, the only man in- 
jured in the wreck being one of the firemen, his 
condition not being .serious. 

I'Be sure you are right, then go ahead" is a 
pretty safe principle in railroading. 

Freight business is unusually heavy, as is also 
the westbound passenger traffic, and is refjuir- 
ing extra cars on all passenger trains. 

C. F. Freed. Stenographer, Superintendent'.s 
Office, has taken leave of absence to attend 

school during coming term. 

€' ,Q » "Zs 

* # A 


Left to right, bottom row : .S. T. Simmons, H. C. Ncsbitt, H. C. Hayes. M. E. Mullen ; middle row : 

E. F. Thomas. J. H. Jordan. C. Poe. B. G. Cavalier. W. j. Thatcher. H. .S. Benedict. C M 

Spencer. H. H. Williamson; top row : \V. F. Sacks. J. R Boring. E. C. Fisher, C 

E. Catt. A. B. Vermilion. C. H. Harker. L. M. Timberlake. 

been transferred to the shops at Newark. Ohio, 
which are second only in importance to the Mt. 
Clare shops at Baltimore. 5lr. Kelley assumed 
his new (luties the first of September, but his 
familv will not leave Parkersburg until later in 
the fall. 

To succeed Mr. Kelley, J. B. Elliott has been 
called from the shops at New Castle, Pa. The 
best wishes of the local railroad men are with 
both of these men in their new positions. 

A freight wreck, which might have proved 
fatal for many of the trainmen, occurred on the 
Baltimore and Ohio Southwestern betwt>en this 
city and Athens about midnight Friday, Sep- 
tember 12th. It resulted in the injurv of one of 

M. H. Mohler, Assistant Timekeeper, and F". 
L. Minx, M. C. B. Clerk, are spending their 
vacations in Cincinnati, Ohio, and Charleston, 
W. Va. Mr. Mohler will stop off at Pt. Pleasant 
to visit a friend. We are at a loss to know who 
will look after Mr. Minx's afTairs in the social 
world during his absence, as he is "some" leader 
in this class. 

Capt. B. \j. Lang lias moved into his new 
residence on 2()th Street. Parkersburg. 

I). II. Kemp. Yard Brakeman, who has been 
on the sick list for the past several weeks, is re- 
ported nnich better and will soon resume duty 
on the "j-'reiuht House Crew." 



B. C. Lewis bid in first trick at Williams- 
town and has taken up his new duties. He is 
succeeded at Cox Landing by S. L. Lewis. 

C. C. South, Operator, Sistersville, has re- 
turned to duty after two we'eks' vacation. 

Extra Agent O. R. Higgins is confined to his 
home at Mary del, Md., with typhoid fever. 

J. W. Hickman, Lineman, has just returned 
from an extensive trip through the East. 

L. E. Haislip and family have returned from 
Atlantic City where they have been spending 
their vacation. 

L. F. McCabe has accepted a position as 
stenographer in the Superintendent's office 
during Mr. Freed's absence. 

M. F. Caldwell, the well known brakeman of 
the South End Local, is planning an extensive 
hunting trip. Frank says that from the present 
outlook he expects to bring home a carload of 

William Johnson, our competent messenger 
boy, spent a few days at Ravens wood. Quite 
a trip for "Bill," and he made it alone. 

W. V. Burk, Baggageman, has returned to 
duty after a two weeks vacation. 

Relief Agent, H. E. Pursell, has purchased 
property on Park Street and is very well con- 
tented with the country life. 


Correspondent, W. T. Lechlider, Superin- 
tendent, Cleveland 
C. H. Lee, Dispatcher, Cleveland 

W. T. Lechlider Superintendent , Chairman 

E. H. Clinedinst Vice-Chairman 

J. T. McIlvaine Master Carpenter 

Dr. J. J. McGarrell Assistant Medical Examiner 

W. K. Gonnermann General Car Foreman 

E. R. Twinning Clerk, Cleveland 

J. Weins Engineer 

Wm. Canfield Engineer 

F. H, Hoffman Conductor 

W. Shaar Hostler, Canal Dover, Ohio 

W. S. Berkmyer Brakeman 

C. G. Moinet Travelins? Fireman 

T. L. Terrant General Yardmaster 

W. H. RucH Agent, Massillon, Ohio 

C. Oldenberg Conductor 

E. D. Haggertt Conductor 

R. H. Throescher Agent, Howard St., Akron, Ohio 

T. Kennedy Supervisor 

Gko. Elford Ooerator, Seville, Ohio 

A. J. Bell Terminal Agent, Cleveland, Ohio 

M. E. Tuttle, former Train Dispatcher at 
Cleveland, has been appointed Assistant Train 
Master with headquarters at Lorain, Ohio. 

J. Fitzgerald, former Conductor, has been 
appointed Assistant Train Master with head- 
quarters at Uhrichsville, Ohio, 

The "CS" office at Cleveland is quite a busy 
place these days and the Division Operator and 
his corps are always on the job. 

J. W. Hamilton was appointed General Yard 
Master at Cleveland on September 10th, vice 
W. P. Stewart. 

The Naps are not the only ones who missed 
winning the pennant this season, because the 
Baltimore & Ohio team in the City Railroad 
League at Cleveland also managed to lose so 
many games as to make the winning of the 
bunting impossible for them. However, they 
have hopes for next year. 

J. A. Hack, Chief Clerk to the Superin- 
tendent, and family are now established in 
Cleveland and belong to the Sixth City. 

Passenger Brakeman Ben Wilmot is off with 
a sore back, Ben says it is lumbago, but he 
was seen at the roller rink a few days ago, and 
we have our suspicions. 

Yard Clerk Widle, formerly of Baltimore, has 
left the service to accept a position with the 
National Tube Co. at this point. Our best 
wishes go with him. 

Assistant Yard Master H. H. Beard has re- 
turned from a week's vacation in Canada and 
Niagara. He was accompanied by his two 
daughters of Chesapeake Beach, Md. 

Yard Master "Alabam" Cramer had to 
make a hurried trip to Auburn Junction a short 
while ago in order to keep up his good record 
of always reporting for work on time. Mrs. 
Cramer was visiting relatives at that point and 
"Alabam" depended upon his dog to wake him 
up evenings, but something went wrong with 
the living clock, and Mrs. C, was brought home 
to keep up his punctuality. 

Bang! Bang! Do you hear it? What? — 
Guns. Big Guns, Little Guns, Great Guns. — 
The squirrel season is open and Shorty Brucker 
can't keep still and wait for his two days off. 
He holds the championship and hopes to retain 
the title. Every time a car couples hard, 
making a loud report, George looks heaven- 
ward expecting a squirrel to fall. 

Conductor Claude Burton, who met with a 
serious accident some time ago and was con- 
fined at Massillon hospital, has returned home. 
He is doing nicely. We wish him a rapid 

Yard Brakeman Broughton has returned to 
work after being off two months on account of 
an operation for appendicitis. 

J. Lewis, who was hurt a few weeks ago by 
being knocked down and run over by a cut of 
cars, has gone to New York, to recuperate 
among his relatives. 

We are glad to report Medical Examiner 
Stephen again on the job, he having partially 
recovered from an accident to his foot. 

Yard Brakeman F. A. Slavin, who had his 
hand badly mashed a couple of weeks ago, is 
again on the job. 

Brakeman Ford has returned to work after a 
visit to this home in Chicago. 

Brakeman J. J. Anker is hunting a black cat 
that has evidently been crossing his path. If 
any one of the Lorain boys owns a black cat 
and cares anything for it, better lock it up. A 



short while ago, Anker showed up with two hhick 
eyes after a bad fall. Then some school boy 
stood a box car up on end just to see Jack fall 
off and hurt his shoulder. As soon as this was 
repaired he started to work, and in some way 
bumped into a street car. which took ofTcnse 
and chased him across Broadway. Being in 
great haste, he stubbed his nose on the curb 
stone and sprained his ankle, having to go on 
relief again. We are afraid the jinks will get 
him if he don't watch out. 

_ Yard Clerks Stevens and McPhearson have re- 
signed to resume their studies at school. 

Relief Clerk Justin has resigned and "Si" 
Seymour has been promoted to the position. 

W. E. McCauley, Jr., Chief Clerk to the Gen- 
eral Yard Master, has sold his "Chug Bike." 
Mac says a fellow just can't be good and get 
sufficient rest to attend to his work if he owns 
a motorcycle in Lorain, especially a tandem, as 
his was. 

Yard Brakeman T. J. Cogburn had his hand 
badly mashed between couplers while switch- 
ing shop cars. He is improving rapidly. 

Yard Brakeman Shannon is also on relief hav- 
ing been unfortunate in having his arm badly 
mashed by being caught between cars. 

We are glad to blow our own horn. 870,000 
tons more coal dumped for the season of 1913, 
up to September 1st, than in the previous year. 

Lorain has been very quiet during the past 
three weeks as the Lake coal season is grad- 
ually drawing to a close and our Boomers are 
moving to their quarters. The Rest Room at 
the Round House is so quiet that it is getting 
on Ed Cooper's nerve. Outside of a dozen 
fights, a few robberies and sixteen in jail all has 
been serene. 

Passenger Brakeman Albert Murphy was 
struck at Lester by No. 1 and is confined to his 
bed with very painful bruises. We hope he will 
soon be on the job again. 


Correspondent, O. E. Henderson, 

Conductor, Seymour. Ind. 


J. C. Hagebty Superintendent, Chairman 

H. S. Smith Trainmaster 

J. B. PuRKHiS£R .Assistant Trainmaster 

C. E. Herth Assistant Division Engineer 

John Page Division Operator 

J. Burke Foreman Car Repairs 

P. HoRAN Roundhouse Foreman 

T. J. EwiNG Relief Acent 

O. E. Henderson Conductor 

C. Q. Rogers Brakeman 

Earl Malick Engineer 

John Men dell Fireman 

Carl Alexander Switchman 

Dr. J. P Lawler Medical Examint-r 

J. J. GiviN Special Agent 

On September 24th, Albert X. Bradley, form- 
erly Fainter Foreman at the Washington Sh()[)s, 
was married to Mrs. Anna Brann of that citv. 

Mr. lir;i(lley came; to W a.'^hifigton ;it the time 
the shops were removed from Cochran, Ind., 
about 1889, and was Forom;in of the Faint De- 
partment at Washington from that time until 
during the year 1!)12, when his age permitted 
him to retire and enjoy the privileges of the 
Compimy's Fcnsion Feature. Since time 
he has been enjoying life, occasionally coming 
out to the shops to visit us and to see if the 
work is progressing as in days gone by. To Mr. 
Bradley an<l his bride the employes of the shops, 
and especially those of the Faint Department 
with whom he was more closely associated, ex- 
tend their heartiest wishes for a very happy 

K. F. Hand, Assistant Agent at Cowden, 111., 
is acting as Relief Agent at Millersvilk, 111., in 
place of A. T. Michael, deceiised, full particu- 
lars of whose death are given in another panv- 
graph of this issue. 

R. C. Wallace, Air Brake Foremanat Wash- 
inton, has been transferred to the position of 
Night Foreman at Mill Street, Cincinnati. Mr. 
Wallace is a hustler and we all hope he will 
make good in the new position. His position as 
Air Brake Foreman at Washington has been 
filled by the appointment of Russell Davis, who 
has grown up in the Washington Shops and is 
thoroughly acquainted with the work. 

J. J. McXamara, Painter Foreman at Wash- 
inton is telling his friends about his trip to 
Canada. He has recently returned from Ot- 
towa, where he attended the Painters' Conven- 
tion from September 9th to 12th. He likes the 
country up there. The climate is especially 
fine since they have had a THAW in that sec- 

On Thursday, September 26th, death claimed 
as its victim the wife of Mr. Barthel Kenipf, 
Mill Room Foreman at Washington. To Mr. 
Kempf the employes of Washington Shops ex- 
tend their deepest sympathies in his bereave- 

William Graf, the efficient Road Foreman of 
Engines of the Illinois Division, has been trans- 
ferred to the Ohio Division to a similar position. 
We regret very much to loose Mr. (Iraf as he 
has been a very congenial associate on this di- 
vision and we all wish him the very best of 
success in his new field. Fred Hoda{)p hiis 
been appointed Road Foremim of the Illinois 
Division in place of Mr. Graf, coming to us from 
the Indiana Division where he has been an en- 

Thelma May, infant daugliter of Mr. and Mrs. 
Van Dowell, died at their home on High 
Street September ot h. The funeral service was 
held at the residence, and burial was at River- 
view Cemetery the following Sunday. 

Owing to the significance of their surnames, 
Al James, M. C Whitcomb and David Riley, 
Passenger Conductors in charge of Xos. 4 and 
55, Baltimore <fc Ohio Southwestern runs from 
Cincinnati to St. Louis and return, James Whit- 
comb Riley, the Hoosier Poet, has sent each of 



them a copy of one of his most beautiful poems, 
"Out to Old Aunt Mary's," it being in fac- 
simile of his hand writing. The book also con- 
tains his picture and card. 

John Mack, a Dispatcher, was one of the first 
to combine the names of the three Conductors 
on these runs and christened the trains "The 
Poets' Run." The combined terms of service 
of the three Conductors aggregate nearly one 
hundred years. They greatly appreciate the 
books sent by Mr. Riley. 

In a letter accompanying the books, the 
Hoosier poet sent his compliments to the en- 
tire railroad fraternity to whom, he says, he 
owes a great debt. 

Operator Geo. Martini has been assigned 3rd 
trick at Osgood. His former trick at Flemings 
is being handled by Operator Brooks. 

R. O. Huntington is Acting Agent at Dabney, 
C. H. Coy ha^'ing resigned. 

Telegraph service at Oakdale has been dis- 
continued since the installation of electric block 
service from North Vernon to Cooks, omitting 
"Moores Hill," which is yet handled by manual 
block system. Operators Vawters, McElroy 
and Vawters have been assigned to other offices. 

Telephone service recently installed in block 
territory is very gratifying to road employes, 

Wm. F. Adams, Machinist, on his 18 acre farm at Seymour, Indiana. Members of his individual family are marked 
with crosses. Mr. Adams bought this farm through the cooperation of the Relief Department. 

Joseph Allen, father of Conductor Jas. Allen 
of this city, died recently at his home near Tun- 
nelton, following a long illness. Mr. Allen had 
often visited here and had many friends both 
here and at his home town. 

Engineer Spillman has been transferred from 
the Main Line to the Louisville Branch freight 
runs. Mr. Spillman will soon move his family 
to Louisville. 

Passenger Engineer Herbert Durham, of the 
Louisville Branch runs, has been transferred to 
the Main Line vacancy caused by the death of 
Engineer Markel. 

Operator Bettis is working third trick at 
Milan, relieving Operator Beaty, who is sick. 

as this enables them to get in direct communi- 
cation with Dispatcher's Office at any time, 
and in case of trouble a better and more de- 
tailed account can be given of what is required 
to clear track or remove any obstructions. 


William G. Roskelly, Wreck Master of the 
Indiana and Illinois Divisions, with headquart- 
ers at Washington, Ind., died of pneumonia 
fever at his home in Washington on September 
13th, after an illness of only about a week. Mr. 
Roskelly was one of the Company's most loyal 
and trusted employes and the photographs of 



tlic \\ let'k Train uiul etiuipiiu-nt u liich :ii)|h';li('(I 
in an issue of this magazine some few moiitlis 
ago demonstrates in a measure the interest hv 
took in his work and the mamier in wliicli he 
diseharged the duties whieh devolved upon 
him. During the fiood in this seetion m the 
latter part of March and the first half of April, 
Mr. Roskelly demonstrated his loyalty to the 
Company and its interests by the energetic ef- 
forts which he put forth in protecting the Com- 
pany's interests and later in the rehabilitation 
work. Mr. Koskelly first entered the service 
of this Company at Mt. Clare Shops in 1903. and 
was transferred to the Southwest System in 
April, 1911, as Wreck Master, which position he 
has filled most effectively since that time. In 
his death we feel that we have lost one of tne 
Compiiny's most loyal employes and to the be- 
reaved wife and family we extend our heartfelt 

On Tuesday, September 9th, at 1.30 p. m., A. 
T. Alichael, Agent of this Compimy at Millers- 
ville, 111., on the Springfield District, dropped 
dead in the yards at that station while he was 
checking up the yards, as was his usual custom. 
Mr. Michael was 72 years of age and despite his 
advanced years was an active and energetic em- 
ploye of the Company. For thirty-one yeai-s he 
was this Company's Agent at Pana, III., having 
had charge of the Pana office whan that part of 
the road was then the old Springfield and Ill- 
inois Southeastern, and holding the same posi- 
tion through the changes of the road to the 
Ohio t't Mississippi, Baltimore tV: Ohio South- 
western and later to the Baltimore A: Ohio. 
During the year 190S he was transferred to the 
position of Agent at Millersville. In the death 
of Mr. Michael this Company- looses one of its 
oldest employes in actual service and it was 
with deepest sorrow that we who have known 
him these many years learned of his departure 
to the great beyond. 


Correspondent, Henry Eckerle 


C. L. Brevoort Superintendent, Chairman 

Henry Eckerle.. Chief Clerk. Correspondent and Secretary 

Dr. J. P. Lawler Medical Examiner, Cincinnati, Ohio 

C. E. Fish .^gent, B. & O. S. \V., Cincinnati, Ohio 

E. C. Skinner Agent, C. H. & D., Cincinnati, Ohio 

T. M.\HONEY Supervisor, B. & O. S. \V., Cincinnati, Ohio 

J. Sullivan Supervisor, C. H. & D., Hamilton. Ohio 

F. S. DeCamp Claim Agent, B. & O. S. W. 

and C. H. & D.. Cincinnati. Ohio 
J. M. Shat Gen'l Car Foreman. B. & O. S. W. 

and C. H. & D., Cincinnati. Ohio 
R. B. FrTZP.\TRicK Trainmaster, B. & O. S. W . 

and C. H. & D., Cincinnati, Ohio 
S. O. Mygatt. .Depot Foreman, C. H. & D., Cincinnati, Ohio 
R.E. McKenna. .Yard Foreman, C. H. & D., Cincinnati, Ohio 
H. \V. KiRBERT. Yard Engineman, B.<tO.S.\V., Cincinnati. Ohio 
John Gannon. .Y'ard Foreman. B. &0. S. W., Cincinnati, Ohio 

C. L. Brevoort, Superintendent. Cincinnati 
Terminal Division, is back after a four weeks' 
trip for his health. Mr. Brevoort put in nearly 
all of his time in a cjuiet spot near Traverse 
City. Michigan. 

Friciidsof i'crry Iv Jackson, ( )pi'rat<>rat "CD" 
C. H. A: 1)., Cincinnati, Ohio, art; very sorry to 
hear of his wife's illness. Mrs. Jackson is just 
recovering from an operation for appendicitis. 
His many friends are pleased to hear however 
that Mr.-^. Jackson is doing nicely and will be 
able to leave the Hospital in a very few days. 


Correspondent. T. J. Daly, Newark 


C W. GoRSCiH.. Supeiintendent, Chairman 

O J. Kelly M:ustcr .Mechanic 

Dr. a. A. CHURtu Medic-il Examiner 

H. B. M.Donald Engineer 

R. B. M( .Mai.ns Yardman 

H.W.Roberts \ ardman 

C.L.Johnson Agent 

D. P. LiBY 

C.G.Miller SlM.pintn 

A. R. Claytor 'I'"" \-"t 

R. W. LytlE \:ir.lin:in 

A. N. Glennon irai.iinan 

E. C. Zinsmeister . Master Carpenter 
C. C. Grimm. Tram M)i.M.r 
E. V. Smith DivLsion hngin<>er 
G. F. Eberly Assistant Division P^ngintHT 
J S Little . Road of Engim's 
G. R. Kimball Division Operator 

L. E. Miller, Cashier, has just purcha.sed a 
new home in the eastern part of Columbus. 

.\ recent benetlict on the Newark Division 

H. S. Brown will leave cares and troubles be- 
hind for a week or ten days in early November 
to run down a few rabbits and sciuirrels via 




Yard Master J. Donahue is still on the sick 

D. L. Reese, Cash Clerk, spent a few days at 
his home in Vinton County. 

Edward S. Shillinger spent Sunday with his 
folks at his home in Preble County. 

Edward L. Yeager spent a week or ten days 
in New York, Philadelphia and other Eastern 

Yard Conductor Frost has resumed duty 
after a week's lay off. He and his family 
visited at Akron and Barberton, Ohio. 

Earl and Robert McKee, sons of Agent 
McKee, spent a week camping at Chippewa 
Lake before starting the school year. 

The accompanying photograph is of D. A. 
Sines, Foreman of Section 58, Pataskala, Ohio, 


cities, and incidentally took in a couple of the 
world's series games. 

Harvey H. Leist, Chief Clerk to Train Mas- 
ter, is now enjoying his vacation. 

Ursel K. Swain, M. of W. Timekeeper, and 
wife, have returned to Newark after spending 
their honeymoon at Atlantic City and other 
Eastern cities. Mrs. Swain is the eldest daugh- 
ter of Engineer J. C. (Jack) Ayres. 

On account of Yard Engineer Murphy being 
placed on the pension list, Edward Ross has 
become the regular yard engineer. 

Yard Brakeman F. F. Carlisle, who has been 
off duty account of sickness for the past three 
months, resumed duty September 9th. 

Effective September 15th, the pick up runs 
between Newark and Mansfield and the local 
run between Sandusky and Mansfield have been 
discontinued and the lay over changed to 
Chicago Junction. 

Nos. 7-8 and 11, the summer excursion trains 
between Mansfield and Sandusky have been 
discontinued for the season, effective Septem- 
ber 15th. 

The freight business at this point has been 
heavy this summer and the outlook is very 
promising for the fall. It has also been a very 
good year for excursion trains. 

and his men. Mr. Sines entered the service in 
1905 as trackman, and has been foreman for the 
last four years. The picture was taken at 
Summit on the C. & H. Division between 
Newark and Columbus. 

The new saw shop at Newark is now in service 
and is in charge of D. Barrick, formerly of 

John Hair, of the General Safety Committee, 
was a recent Newark visitor. We are always 
glad to have a visit from Mr, Hair or any 
members of the General Committee. 

Daniel Pentz, Stenographer in Master 
Mechanic's office, and Lester Lucas of the 
Time Keeper's office have developed into two 
very good amateur photographers. Both young 
men take great delight in showing their friends 
what they are able to accomplish with their 

Thos. J. Callahan was married to Miss Mary 
McKinney of Johnstown, Ohio, on September 
23. After a wedding tour to New York and 
other Eastern cities they returned to Newark, 
and are living at 118 Valandingham Street. Mr. 
Callahan is quite well known amongst the 
machinists on the Baltimore & Ohio System, 
and no doubt it will be a surprise to many of 
them when they read of his marriage. 



Warren L, Powell, Assistant Boiler Maker 
Foreman is wearing an unusually happy smile. 
A new baby girl reoently arrived at his 

\Vm. P. Browning, Assistant Pipe Shop Fore- 
man was made happy by the arrival at his home 
of a big baby girl. 

\V. A. Sharf, Pipe Shop Foreman, has just fin- 
ished installing "Bubbling Fountains" in all 
shops at this station, as well as at several others 
on the Wheeling System. It is a very great im- 
provement over the old method, and meets with 
the approval of all employes. 

Rod Room Foreman Jerry Cahill is off duty 
for a few days on his vacation. 

Demiis Wright, a Passenger Engineer of the 
Baltimore Division, has been a Newark visitor 
for a few weeks. He has been the guest of D. 
A. T. Westall. Roundhouse Drop Pit Foreman. 
About September 1st, they left Newark and 
visited quite a number of cities in Eastern 
Canada. Mr. Wright is an ardent supporter of 
"Safety First" and made many friends during 
his stay in Newark. 

Clarence W. Boyd, Accountant in the Store 
Room at Newark, is off duty account of sick- 
ness. His friends are wishing for an early re- 


Correspondent, P. A. Jones, Office of Chief 

Clerk, Connellsville 


S. C. WolfehsbebqeR Ajisiatant SuptTinl.-ndenl. Chiiirrnaa 

A. P. Williams AssiBtant Diviaion EnRineor 

J. M. BoxELL Conductor 

J. H. Bowman Yard Conductor 

J. H. BiTTNER Locomotive KnRiueer 

Dr. M. H Koehler Medical Kxaniiner 

T. V. DoNEUAN Machinist 

V. Beyne Division Claim Agent 

S. M. BiTTNER Extra Gang Foreman 

G. E. Bowman Fireman 

R. W. Hoover Dispatcher 

D. X. DuMiRE Conductor 

John Irwin Car Repairer 

J. R. ZsAKFOss. ... Conductor 

Owing to the al)sence of L. M. Port, who is 
seriously ill at his home in Councils ville,^ .it 
has been found necessary to make a change^in 
the car distributor's force in order to keep^up 
with the work. J. F. McCirath has been pro- 
moted to position of Chief Clerk, succeeding 
Mr. Port; N. E. Miller, formerly Stenographer 
in office of Division Engineer, has been pro- 
moted to the position vacated by McCrath. 
D. S. Fetters succeeds Miller in the Division 
Engineer's office and lioy Martz, of the Coal 
Billing Agent's office, is filling the position 
made vacant by Fetters' promotion. Kay 
Morrison is filling the vacancy at the coal bill- 
ing agency. 


D. Pirl, assistant car foreman; J. W. Lucas, yard foreman; W. E. Pirl. gang foreman; Jas. P. Harper, assistant gaztg 
foreman; Fred W. Krauze, storekeeper; P. A. Hann. piece work inspector; G. W. Secrist. laborer foreman; 
W. C. Burkhiaer, car foreman; Charles T. Craig, chief clerk; Alex. Mossely. clerk; John 
Irwin, shop track inspector; A. J. Falkncr, cierk; T. J. Sullivan, laborer 



Mrs. Mary Moran, aged 89 j^ears, mother of 
J. C. Moran, Ice House Foreman at Gonnells- 
ville, died at her Connellsville home on Sep- 
tember 12th. The body was taken to Penns- 
boro, W. Va., for interment. 

Effective September loth, H. R. Lewis was 
appointed Assistant Road Foreman of Engines, 
with headquarters at Hyndman. Pa., vice C. 
H. Tschuor, assigned to other duties. 



Correspondent, F. E. Corby, Chief Clerk, 
New Castle 


C. H. Waldron Train Master, Chairman 

C. B. Smith Yard Conductor, Painesville, Ohio 

E. L. Hannan Pipe Fitter, Painesville, Ohio 

D. B. McFate Yard Conductor, New Castle Jet., Pa. 

F. D. Abblett Painter Foreman, New Castle Jet., Pa. 

L. L. Wagner Road Conductor, New Castle Jet., Pa. 

M. L. Raney Y^ard Engineer, New Castle Jet., Pa. 

Dr. W. \V. HoBSON..Ass't Med'l Ex'r, Newcastle Jet., Pa. 

F. C. Green Supervisor, Ravenna, Ohio 

G. A. PuRKEY Road Conductor, Chicago Jet., Ohio 

W. H. O'Mara Yard Conductor, Haselton, Ohio 

Chas. Crawford Road Engineer, Chicago Jet., Ohio 

H. H. Smith Agent, Newton Falls, Ohio 

Correspondent, J. P. Harris, Chief Clerk, 


C. P. Angell Trainmaster, Chairman 

J. L. Bowser Shopman, Glenwood 

P. W. Keeler Yard Brakeman. Demmler, Pa. 

G. W. Bogardus Road Engineer, Glenwood 

W. H. Heiser Yard Conductor, Pittsburgh, Pa. 

J. J. McGoogan Yard Conductor, 36th St., Pittsburgh 

E. N. Coleman Yard Conductor, Glenwood 

B. C. Wadding Passenger Fireman, Glenwood 

Frank Bryne Claim Agent, Pittsburgh, Pa. 

Dr. N. B. Steward. .Ass't Medical Examiner, Glenwood, Pa. 

W. H. Raley Passenger Brakeman, Pitt.sburgh, Pa. 

G. G. Wise Road Conductor, Foxburg, Pa. 

T. F. Donahue General Supervisor, Pittsburgh, Pa. 

R. J. Smith Agent, Junction Transfer, Pa. 

C. G. Harshaw Y^ard Conductor, Willow Grove, Pa. 

J. J. BoTT Signal Foreman, Demmler, Pa. 

H. Knopp Road Conductor, West Newton, Pa. 

R. J. MuRTLAND Road Conductor, Conneils\'ille, Pa. 

T. D. Maxwell Road Engineer, Connellsville, Pa. 

J. S. Bartlett Sec'y, Superintendent's Office, Pittsburgh 

T. F. Donahoe, our popular General Super- 
visor, was elected to the Presidency of the 
Road Masters' Association at their convention 
recently held in Chicago. 

M. P. Ryan, of the Division Engineer's office, 
spent a few days in Baltimore, Cumberland 
and Wheeling recentl}-. Why certainly, Mrs. 
Ryan went along. 

C. L. French is now a member of the Pitts- 
burgh colony, having recently been appointed 
to the position of Assistant General Superin- 
tendent. Mr. French was formerly Superin- 
tendent of the Connellsville Division. 

J. S. Gardner, District Bridge Inspector, has 
resigned from the service of the B. & 0. R. R. 
Co. to resume his studies at State College. 

C. D. Brannigan, student employe on the 
Pittsburgh Division, is now a married man. 
Girls of Versailles and Hazelwood please take 

J. C. W. Himter, Ticket Agent at Etna, 
recently visited the ''City of Brotherly Love." 

A. H. Freygang has been appointed District 
Bridge Inspector, vice J. S. Gardner resigned. 

On September 15th, about midnight, Engineer 
McBride and Fireman Sterling, on pusher 
engine coming up Chardon Hill on the Lake 
Branch of the New Castle Division, saw a 
grass fire which had likely been started by the 
engine on the head end of the train, and which 
was gaining good headway around a farmhouse 
at Concord. Engineer McBride stopped, and 
with Conductor Doubledee, aroused the farmer 
and the fire was extinguished without damage 
to the buildings. The farmer was very thank- 
ful for the prompt action of Engineer McBride, 
Fireman Sterling and Conductor Doubledee, as 
no doubt some of his buildings would have been 
burned had they not taken the trouble to stop 
and assist in getting the fire extinguished. 

The old ship "Niagara" of Commodore 
Oliver Hazard Perry's fleet at the battle of 
Lake Erie ofT Put-in-Bay Island in 1813, was 
raised from the bottom of the Lake in Erie 
harbor, and on July 14th, was at Fairport 
Harbor, the lake terminal of the New Castle 
Division. The day was a holiday in Paines- 
ville, Fairport and Richmond and everyone 
went down to the lake to see the old ship. 

J. E. Williams, Chief Yard Clerk at New 
Castle Junction, has resigned from the service 
to take up the study of pianoforte, orchestra 
conducting, harmony, etc., at the Conservatory 
of Music at Boston, Mass. We have no doubt 
but that ''Jess" will make his mark in the 
musical world. 

Car Foreman T. J. Raferty of Painesville 
has been Acting Car Foreman at New Castle 
Junction during the illness of Car Foreman 
T. A. Miquel. 

R. E. O'Leary, Stores Department Stenog- 
rapher of Painesville, spent a few days in 
Atlantic City and Washington, D. C. 

A. F. Kelsey, Manager of Telegraph Office 
at New Castle, is about to take unto himself a 
wife. Miss Alice Reese of New Castle being the 
lady whose charms have made single life in- 
tolerable to Fred. They are to be married in 
October, and it is a sure shot that the boys will 
give them a rousing send-off. 




K. T. II( 

• III, Supervisor of Torininuls. spout 
a few tiays at Now Castle Junetion. looking 
over the new arrangement of classification of 
freight at this point. 

E. Zorn. Stenfj^raplu-r in 
incnt, resigned September 

thc.M.ofW. Dcpart- 
1st , taking a jjosition 


Correspondent, L. B. Hart, Engineer, 
Garrett, Ind. 


J. F. Keeg.\N .Superintendent, C'hairinan, Garrett, Ind. 

M.J. Driscoll 8hop Comniitteeman, CJarrett, Ind. 

O. AI. B.\iLEY ICncineer, Garrett, Ind. 

O. F. Bell Conductor, Garrett, Ind. 

H. P. Weirick Brakeman. Garrett, Ind. 

D. G. Thompson Fireman, Garrett, Ind. 

W. E. Sargent Yard Committeeman, Garrett, Ind. 

J. E. Lloyd. .... Assistant Division Engineer, Garrett, Ind. 

J. D. J.\CK Claim Agent, Garrett, Ind. 

Dr. F. Dorset Medical E.xaminer, Garrett, Ind. 

R. R. Jenkins .Secretary V. .M.C. .\., Chicago Junct., Ohio 

S. Archer Yard Committeeman, Chicago Junct., Ohio 

L. J. D.wis. . . .Shop Committeeman, Chicago Junct., Ohio 

E. V. KuGHEN.. .Shop Committeeman, .^outh Chicago, III. 

John Dr.\per Acting .\gent, Chicago, 111. 

X. B. B.\IR Yard Committeeman, South Chicago, 111. 

J. W. HuFFM.\x Agent. Auburn Junction, Ind. 

J. S. B.\RND Operator, Fostoria, Ohio 

T. E. Spuhrier Claim Agent. Tiffin, Ohio 

Effective September 29, C. W. VanHorn was 
appointed Train Master Eastern District. Chi- 
cago Division, vice J.M.Trimble, transferred. 

Switchman C. A. Ohison has returned from a 
trip through the sunny south. 

Ex-Caller A. Goula is learning to be a switch- 
man. He ought to make good. He has been 
around East Chicago ever since he has been 
able to walk. 

Conductor J. L. Wood fell off the side of a bo.x 
car at Chicago Heights on the night of Septem- 
ber 15th and injured his back. 

Lampman B. Loach of East Chicago is burn- 
ing up the highways with his new Indiana 

Martin Brennan, Stenographer in tlie Super- 
intendent's oflice, has accepted a position in the 
District Engineer's office. 

H. G, Antone. formerly Chief Clerk to the 
Division Engineer, who is at present in the 
oflice of the Third Vice-President at Baltimore, 
spent a few days' vacation with his friends in 

H. A. Lynch, Transit man of the Division 
Engineer's office, spent most of his vacation 
time nursing an attack of appendicitis. 


Correspondent, H. E. H.\xsen', Chief Clerk 



J. L. X1CH0L.S Chairman 

G. P. Palmer Divi.-ion Engineer 

F. E. L.\MPHKRE A.-<.><i.'<tant Engineer 

Alex. Cr.\w Divi.-^ion Claim Agent 

J. F. Ry.\n Captain of Police 

C. L. Hegle Y Examiner and Recorder 

H. McDonald Supervisor, Chicago District 

\V.\i. HoGAN Supervisor, Calumet District 

J. W. Dacy Trainmaster 

J. W. FoGG Master .Mechanic 

F. S. De\'eny Road Foreman of Engines 

Chas. Esping Carpenter Foreman 

C. I. Bender General Foreman, Maintenance of Way 

James Gaghin Engineer 

Arthur Jensen Fireman 

Thomas Hasey Switchman 

John Haley Car Inspector 

Wm. Davis Boilermaker 

Ch.\s. Stange Engineer 

John M( I.kax Car Repairer 

Robert ."^i.-^so-ns Engineer 

Oliver Johnson Fireman 

C. B. BiDDiNGER Conductor 

E. S-nyder Conductor 

Wm. Geotzinger .Machinist 

J\s. Langto.n .Machinist 

T. F. Y.\tes Blacksmith 

Harry .Marshall « Car Inspector 


Chas. Preish, who has been in the employ of 
the local office for the past two years, resigned 
to accept a more lucrative position with another 
company. As the stork visited Charlie's home 
recently it behooves him to hustle. 

Frank McCann, Car Service Collector in the 
local office, who underwent a serious operation 
at the Mercy Hospital, is back at his desk. 

H. H. Seim has returned to his duties in the 
cashier's office after relieving E, Ruble, Agent 
at Chicago Heights, for si.x weeks. Harry says 
Chicago Heights is a fine place, but he would 
rather be behind the cashier's counter in the 
local office. 

Correspondent, Clifford R. Di nc.\n, 
Chillicothe, Ohio 


E. R. ScoviLLE Superintendent, Clmirman 

J. R. Nekk Tniinnuu-ster 

R. .M ALLEN Road For»>man of Eneines 

G. W. PuMLY Division Operator 

R. R. ScHWARZELL Assistant Tniinnuvster 

C. E. Wh KRir Relief Agent 

L. A. Pai-.s(H Supervisor 

O. D. Monte Train Di.spatcher 

O. C. Cavins Engineer 

E. (). Bhown Fin-man 

J. A. C\H-M>\ Yard Foreman 

G. F. ( )BERLANDER Claim .\gent 

Dr. I'. S. La.nsdalb Medical Examiner 

T. E. Banks Conductor 

J. \\ , J sMKs Brakeman 




Correspondent, H. H. Summers, AssH Shop 
Clerk, Washington. 


E. W. ScHEER Silperintendent, Chairman 

J. J. Carey Master Mechanic 

E. A. Hunt Shop Inspector 

H. R. Gibson Division Engineer 

W. D. Stevenson Medical Examiner 

C. R. Bradford Claim Agent 

G. H, Singer Agent, East St. Louia 

R. C. Mitchell Relief Agent 

C. V. MowRY Conductor 

W. P. McDonald Engineer 

Fred Schawb Engineer 

W. Gorsage Yard Foreman, Shops Yard 

R. G. Lloyd Yard Foreman, Vincennea Yard 

C. W. Shroyer Switchman, Flora, Ind. 

L. A. Gi\t;nrod Yard Foreman, Cone Yard 

H. E. Prichett Yard Foreman, Springfield 

S. E. Pirtle, the well known Shop Clerk at 
Flora, 111., while off on his vacation last month 
hied himself to Kentucky and took unto him- 
self a better half. After a short honeymoon 
through the West, they are at home to their 
friends in Flora, 111. 

Fuel Inspector D. E. Dick, from Baltimore, 
Supervisor Locomotive Operations J. S. Lemly, 
from Cincinnati, Ohio, Mark Perry, Traveling 
M. C. B. Clerk, from Baltimore, and J. E. 
Cooper, of the Dearborn Chemical Co., from 
Pittsburgh, were with the Washington Shops 
people for a time quite recently. 

A. E. McMillan, formerly Enginehouse Fore- 
man at Washington Shops, now General Fore- 
man at Cincinnati, Ohio, for this Company, with 
Edward Casey, General Foreman Ivorydale 
Shops, of the C. H. & D., who was formerly 
connected with the Washington Shops, were at 
Washington between trains recently. 

Crutch Barber, formerly employed as Clerk 
in the Master Mechanic's office at Washington, 
now in the office of the General Superintendent 
of Motive Power, at Baltimore, called on 
his parents and railroad friends here in 

The work of building the new caboose cars 
and applying steel underframes to freight 
equipment cars at Washington Shops is pro- 
gressing rapidly under the supervision of 
General Car Foreman Frank Teed, who suc- 
ceeded Mr. Barnes in the middle of August. 

W. G. Farling was appointed General Yard 
Master, effective September 12th, vice A. S. 
McCuUough, resigned. E. F. Aue was ap- 
pointed Assistant General Yard Master. 

Roy C. Boh&nnon, our Safety Committeeman, 
is a strong believer in SAFETY FIRST and 
decided to take no chances. Therefore he was 
united in marriage September 2nd to Miss 
Florence Hickman. They have the best 
wishes of their many friends. 

F. K. Wells, Switchman, has returned to the 
service entirely well. 

W. A. Carruthers, formerly Assistant Train 
Master, has resigned to accept a position with 
the P. M. Success to you, Billy. 

E. L. Kelley, Switchman, has returned from 
his Canada farm and reports fine crops. 

C. P. Slater, the popular Car Inspector, is 
improving since cooler weather has arrived. 

J. W. Stevens, Switchman, says, he has to 
quit smoking rag tags, as it has affected his 

W. A. Parks (Officer Parks) has opened a 
gquab farm as a side line. 

Attention Railroad Men ^ha«rSa*Rc.! 

B. R. T., B. L. E., B. L. P., O. R. T. emblems, or any three 
initials on the following- high grade gold filled articles: 

TIE CLASP (like cut)$ .75 

Stick Pin 75 

Cuff Buttons 1.50 

Combination Set, all 
three combined .... 2.50 



Office of Superintendent, Dayton, Ohio 


J. J. Corcoran Superintendent, Chairman 

O. B. Grove Agent 

Wm. Bavis Engineer 

C. W, Day Conductor 

E. F. Gorman General Yardmaster 

H. M. Shea Trainman 

John F. Buckley Fireman 

R. H. Bohanan Yard Conductor 

W. M. Thompson Trainman 

Arthur West Trainman 

M. E. MoRAN Shopman 

Frank Proctor Shopman 

J. N. Holmes Shopman 

M. Gleason Shopman 

W. J. Taubkens Section Foreman 

J. H. Odell Secretary 


178 N. Leamington Av., Chicago 



i you the best DROP HEAD 

I will sell 

me nothing until you get it, try it and 
decide if you want it ; after that pay me 
50 cents a week (or if more convenient 
you may pay monthly). To reliable 
men I require no contract or lease of 

[H <j - any kind. Deal is strictly confidential, 

and, further, I will save you one-half in cost. If you are a 
reliable man and can use a sewing machine I will make you a 
marvelously low price and liberal terms offer. Just write me a 
postal card and say, "Mail me your offer No. 3 11." 
FRED BIFFAR. 180 N. Dearborn St., CHICAGO, ILL. 





Send sketch or model for search. Highest 
references. Bestresults. PromptnessAssured. 

WATSON E. COLEMAN, Patent Lawyer 

624 F St., N. W. Washington, D. C. 

Please mention this magazine 


J. T. McCarthy is off on his fall vacation. 

Ed. Schocff, P^oreman of coal and ore docks, 
expects to take a trip next month to Albany, 
N. Y. Honeymoon trip, we think. 

Switchman W. C. Tuck's son, age 14 years, 
was drowned August 1st while bathing in the 
Maumee River. 

Ed. Saunders is on the sick list. 


Correspondent, T. J. Reagan, Chief Clerk, 
Dayton, Ohio 


M. V. Hynes Superintendent, Chairman 

A. A. Iam8 Trainmaster 

H. G. Snyder Division Engineer 

G. A. RUGMAN Supervisor 

8. J. PiNKERTON Supervisor 

P. D. Fairmanj Engineer 

P. J. Sweeney Conductor 

H. E. RosEBOOM Conductor 

S. Fisher Section Foreman 

P. Clancy Section Foreman 

F. Drake Relief Agent 

S. M. Baker Supervisor 

Dr. F. S. Thompson Company Surgoor 

C. Greisheimer Master Carpenter 

E. B. Childs Stationary Engineer 

M. Rosen Secretary 





iiMvWii: 110 



Iniportt-rN uikI Nu\ 
n<-ulfr'n J'rofltR. .Star 

w prirm — bikI pay in little a 
.. .11 tiiiii- Vt time. ^ 

■ «'crtincd (•uaranteo with every IMamond— gn»r»o. 

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liioiioy — no iiHonvoiiiciiro— and }mvo tlio Diamond now. 
I'erfcctly cut, l.liio wliito Diamondi gleamnnf, iparklm*. 
Bcintillatiiig — Kcniiino liinh quality. Not a emt to pay 
until you havo cxa-.ninod tlio Diamond. Wo tend ycu froo mag- 
nifying glass. Any diamond in our 

Beautifully Illustrated Diamond and Watch Free Catalog 


(C. H. & D.) 

Correspondent, Roy Powell, 

SuperintendenC s Office 


R. B. White Superintendent, Chairman 

F. M. Conner Trainmaster 

C. W. Havens Assistant Trainmaster 

H. F. Reynolds General Yardmiister 

J. T. Clemmons Supervisor 

J. M. RouRK Supervisor 

F. Washam Master Carpenter 

Edw. Boas Master Mechanic 

E. A. McGuiRE Claim Agent 

Dr. Wm. Osenbach Examining Surgeon 

Dr. C. L. Truitt Examining Surgeon 

W. Strode Pas-senger Engineer 

M. J. Sharkey Passenger Conductor 

R. O. Glidewell Passenger Conductor 

J. Hoffner Yard Engineer 

Chas. Barth Blacksmith Helper 

Geo. Hanrahan Machinist 

V. R. Thomas. Relief Agent, who has been 
handling the C'ar Distributor's desk in the 
Superintendent's office, is back on his reguhir 
duties, having been relieved by the old reliable 
"Mutt" Gossert, who made the standard of 
Car Distribution so high on this Division that 
he alone can keep it up. 

Homer White, Operator in the Superinten- 
dent's office, recently became a Benedict, 
having married Miss Minnie Belle Powell, of 
Maysville, Ky., the third of this month. 

A dictaphone was recently installed in the 
Superintendent's office on trial and its results 
have been far reaching. 

Please mentio 

n«ti..n wlihfiMtol.lipaiion. Thu»t |.rr»oD— Ul't.V lu \Vl. .\oIb |(.( 
ilues shown bore— NO. <i>-l-2kt.; ^o. 42-^-8 kt. ; 
-l-J.llO 1(1.; .No. •ItV-a-S kt.; No. 47-^H kl. ; .No. ■«, 
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Your Gredit 
is Good 
With Me 

My Big 
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This is a sample of 3000 bargains. You save from 
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collectors— satisfaction guaranteed . 

Get the Big FREE BOOK Today, 

It shows 3000 bargains beautifully pic 
tured and properly described. Man 
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my plan. A post card brings it 
to you FREE. Address 

ARTHUR LEATH, Pres. & Gen'l Mgr 

A. LEATH & CO., 
1325 Grove Ave., ELGIN 

Engineer "Hank" Randall, one of the oldest 
engineers in service on this Division, has been 
confined to his home by illness. 

Brakeman H. R. Vice, on the Ohio River 
Branch, is much elated over the arrival of a 
new baby girl. 

The passenger service on the Indianapolis 
Division has been greatly benefited by the 
addition of some of the Class E-2 engines which 
are now pulling our fast through trains. The 
improvement in the handling of these trains has 
been noticeable and the comments of the 
traveling public are all favorable. These 
engines are new to this division, although they 
have been in service for some time, and they 
are filling a long-felt want in our passenger 

The experiment of handling the through 
freight traffic between Indianapolis and Hamil- 
ton without helper engines has been found 
unsatisfactory, and the old arrangement of 
helper engines at Connersville and Hamilton 
has been resumed. 

It was found that while the handling of our 
freight without the assistance of the helpers 
was satisfactory, so far as the expense was 
concerned, there was some delay on account of 
setting off freight in the middle of the division, 
and to overcome this, the helpers were placed 
back in service. 

The good road movement in the Springfield 
Division territory is making fine progress, and 
several spur tracks for handling gravel and 
crushed stone for the new roads have been 
built along the line. This is not only a sub- 
stantial boost to the freight movement on this 
Division, but it is of material benefit to the 
C. H. & D. and the people living in this terri- 
tory, as there is nothing that will increase 
farm values and farming activity more than 
first class roads. 

P. L. Briner, Operator at Newman and more 
recently Car Distributor in the Superin- 
tendent's office, is spending his vacation at 
Crete, Ind. 

Miss J. Edith Dennis, of the Train Master's 
office, is taking a much needed vacation, and 
W. C. Owings, formerly of the Superintendent's 
office, is filling her position. 

L. G. Meyer who was called to Cincinnati a 
few weeks ago to take charge of the accounting 
in the office of the Superintendent of Terminals, 
is back in his old position as Time Keeper in the 
Transportation Department at Indianapolis, 
and while we are glad to have him back, there 
is no one quite as well pleased as ''Sylves" 

The experiment cf maintaining a night yard 
engine at Hume, III., having proven unsatis- 
factory from a saving standpoint, the use of the 
engine has been discontinued and the swing 
local between shops and Decatur has been 
resumed. It was found that the local freight 
business in this territory was so heavy that the 
two locals could not handle it, and it was neces- 
sary to use the swing local. 

Please mention this magazine. 





There is a nioveiiK^nt on foot to raise 
$2600.00 for the }:)urj:)ose of providing 
funds for comi)leting payment on a home 
in Washington, D. C, for our old friend, 
Sister Jennie Smith. She has already 
made a partial payment out of her meagre 
savings, and, as she has no regular income 
and is getting along in years, some of her 
friends thought it wise to help provide 
this well deserved blessing for her old 

She will be remembered by many of 
our older men, and indeed by many of the 
younger ones, for the splendid work she 
has been doing for years along our line, 
and a small sum from each one of her 
many friends and admirers would in the 
aggregate easily make up the required 

The United States Trust Co. of 
Washington, D. C, has been ap- 
pointed to act as Trustee. They will 
handle all funds, make all payments, 
and act as her Trustee during her life- 

All}' colli riljut ions that you may de- 
sire to make may be sent to them, or to 
any of the following men, who have been 
appointed to act as a committee: Chair- 
man, W. I. Steere, Manassas, Va.; George 
H. W^inslow, Secretary Washington Ter- 
minal Y. M. C. A., Washington, D. C; 
E. Dow Bancroft, Secretary R. R. Y. M. 
C. A., Columbus, Ohio; J. E. ]\IcKim, 
Secretary Union Station R. R. Y. M. C. 
A., St. Louis, Mo.; L. B. Schless, Pur- 
chasing Agent and J. T. Moffett, Super- 
intendent Transportation of the Washing- 
ton Railway and Electric Company, 
together with the following Baltimore 
and Ohio men, George M. Shriver, 
Second Vice-President, Baltimore, Md.; 
J. S. Murray, Assistant to the President, 
Baltimore, Md.; T. E. Stacy, Secretary 
Y. M. C. A., Baltimore, Md.; E. K. 
Smith, Secretary Y. M. C. A., Bruns- 
wick, Md.; W. C. Montignani, Secretary 
Y. M. C. A., South Cumberland, M(L; 
R. R. Jenkins, Secretary Y. M. C. A., 
Chicago Junction, Ohio. 

Values in Slightly Used New Typewriters 

THE Fox Typewriter is a beautifully finished, hijrli (^'r;ulc. visible writer, with a 
light touch and easy action and extreme durability. It has a tabulator back 
spacer, two-color ribbon, stencil cutter, card holder, intcrchanifeable platens 
and fully automatic, and is sent out complete with a tine metal cover 
and hardwood base. 

If our Typewriter does not suit you after a ten days' free trial of it send it 
back at our expense. If you wish to buy it after trial you can pay us a little down 
and the balance monthly or in all cash, just as you prefer. There is n'- "red tape" 
tied to this offer, and it is open to any responsible person in the I'n.iCd States. 

Local Agents Wanted — Samples at Wholesale 

^Ve are making' a .«|)t'( lul oiltr i>ii a. l<>t <>f l'"X VlsiMo TyiK'w ntcrs that 

used fordfiiiDnstration i)iir|i'is»s. TIh-m- are not second-liaiKl nor rehi 

told from new by anyone. Low prhe^easy payment tenns— ten days trial. Write for full i>»r- 

tlculars. Mention 15. & O. Kmployes' Majjazlne. 

Ix-tn very nllirlitly 
nd could want'ly bie 


1010-106O Front Ave. Grand Rapids. Mich. 

II. A. O. 


•«' Ma;;azl 


Please mention this magazine. 




IN A BOOKLET gotten up by the busi- 
ness men of Clarksburg, W. Va., and 
called an ''Illustrated Description of 
Clarksburg/' in a series of brief sketches 
about the leading men in that section of 
the State, there appears the following 
article concerning O. L. Rohrbough, 
our agent at Salem, W. Va. 

''Among the leading factors in the in- 
dustrial and social life of Salem, none 
stands higher in the estimation of the 
people than Mr. 0. L. Rohrbough, the 
clever and successful agent of the Balti- 
more and Ohio Railroad Company at 
Salem. He has the distinction of serving 
as the first mayor of Salem under its new 
charter. Mr. Rohrbough, who has wide 
influence in the community and stands 
well with his company and the traveling 
public, had large influence in the erection 
of the handsome depot which was com- 
pleted at Salem but a few months ago. 
Representing a railway system that has 
ever been liberal in its contributions to 
the cities along its line, Mr. Rohrbough 
succeeded, together with the leading 
factors in Salem, in giving Salem one of 
the finest little depots along the Baltimore 
and Ohio line in the state of West Virginia. 
Ever courteous and honorable in his deal- 
ings, loyal to his home towni and people, 
and true to his engagements with the com- 
pany he represents, he has created a fine 
degree of harmony and a friendly relation 
between patrons of the road and the com- 
pany that operates it. 

''Mr. Rohrbough is wideawake and alert 
to every detail of the office, and strives to 
maintain the highest standard of service, 
giving to the public the best facilities for 
travel and traffic. Mr. Rohrbough is 
one of the active trustees of Salem Col- 
lege, takes deep interest in its affairs and 
lends a helping hand to the cause of edu- 
cation and moral advancement." 

Switchman's Mitten 
No. 119 

'T'HIS easy slip-off 
'- switchman's mit- 
ten is a good example 
of the personal care 
given by the makers 
of Hansen's Gloves 
to the needs of every 
department of rail- 

By this special build 
Hansen's Gloves do 
more than give complete hand-protec- 
tion. They are big factors for comfort 
and efficiency^ in action. Engineers, 
firemen, baggage-men, brakemen — all 
can be equally suited with the splendid, 
^rong "Protector"— the "Glad Hand" 
brands, etc. 


Note the extra long wrist— no 
stubby, skimpy look. Reinforced, 
without irritating seams — no rivets or 
extra bulk. Best leather specially 
tanned to give long, strong service. 

Easily cleaned. Outlasts a lot of 
the flimsy, unsafe kind. 500 styles — 
sure fit and help for every man at 
any labor or sport. At your deal- 
er's or we will tell you where to buy. 
Write for booklet. 

282 Milwaukee St. Milwaukee. Wis. 


Please mention this magazine. 



THE LAST week in August, 19L3, 
while I was traveling on the Bal- 
timore and Ohio Railroad, I 
noticed a large suit case tumble down 
from the rack almost above my head and 
fall on the seat behind me, just after 
the occupants had gotten off. I thought 
no more about it during the remainder of 
my trip to Xew Castle. 

But on my way back to Baltimore on 
September 1st, I had to lie over in Pitts- 
burgh three hours. I left there on the 
6 p. m. train, the ''Duquesne Limited," 
and in front of me sat a couple who had 
placed a hea\y suit case on the rack 
above them. When the porter came 
through he very courteously requested 

the owner to take his suit case down so 
that there would be no danger of its falling 
upon and injuring anyone. 

I then thought that that porter was on 
his job and must be imbued with the 
''Safety First" spirit On all the trips I 
have taken, this is the first time I have 
seen thoughtfulness for the safety of 
passengers sho\\Ti in this particular way. 
While it is only a little thing, I think that 
porter deserves commendation. His is a 
small but important step in the right 

Walter Dyer ^L\( Ewex, 
Clerk, And. Mdse. Receipts 
B. & 0. R. R. 

Safety First 



There is Danger of permanent injury to your eyes from cinders, blasts of 
ice-cold air or hot winds. No need to tell you how it smarts and burns, 
you know. 

In either summer or winter you must have eye protection from dust, 
insects, cinders, and all other annoyances that will seek the eyes. Avoid it 
all by using the Non-Strain Goggles. 

They are made in many styles and are the most perfect Goggle for men 
following such callings as: Railroad Engineers, Firemen and Trainmen. 
Automobile Drivers, Motorcycling. Rolling Mill Hands, Miners, Coke Drawers, 
Mechanics, Welders. Furnacemen, Etc. 


BEWARE OF IMITATORS. Take no substitute. We are the originators and aH our 
goods are stamped NON-STRAIN. If your watch inspector cannot supply you, pin a one 
dollar bill on your letter and we will send a pair to you prepaid. 

OPHTHALMUSCOPE CO.. 402 Dorr St..Toledo. O. 



T)j^))€'uce of Hearty ^ 






Reproduction of a blue print of Vera May Clifton, who recently arrived at the home of G. B. Clifton, Supervisor of 

Office Service at Baltimore. This first portrait of the little girl is by C. L. Ford. 

Assistant Shop Clerk at Grafton, W. Va. 



You, Who Work for a Living, Will Be 
Interested in Tliis Story I 

On the first of January, a man who had been 
employed by the Baltimore and Ohio Railroad, in 
one of the important departments in the general offices 
at Baltimore, stepped into the office of the Superintend- 
ent and said: "Mr. Superintendent, I've been with the 
B. & O. for fourteen years today. I've been a faith- 
ful and efficient man and I would like to have more 
money than I am getting." 

The Superintendent Replied: 2lle ?h f f alt Th'a^ 

\.'a h:i\e lutii v, ;th tii.' ixmI 1 uitct'a years and I know that 
you have a clfaii riT.ird. In fait. I believe >t>ii were with the 
B. <fe O. for eight years b'fore I came here, and /or si^ years 
before I ever did any railroad work at all. I know yon are 
competent to do the work you are doing. an<l lam perfectly 
willing to recommend an advancement for you. but not for 
the work you are doing now. I am not authorized to pay any 
more for that work than you are now getting; if 1 wt re. you 
would have bi-en getting it long ago. But I'll tell you what 
I will do. I will give you another job that pays mere money. 

''What other job around here can you fill?'' 

That last question was a stunner! What other job 
around there couM this man fill when he had been atone 
(IcsK all his life, doing only one kind of work? The result of 
the interview was that this perfectly capable, mber and 
honest man had to remain at his old job, not because the 
Fuperinten'ient was unwilling to advance him. not because 
there WMS no better job in that offi<e. but BEOAISH 1 HE 
In other words, o()portiinity knocked at his door, found him 
unprepared for the call, and had to pass on without entering. 

How about your own case? Where would you be if 
opportunity knocked at your door, or if you went out and 
found Mr. Opportunity" and cornered him for an interviiw? 

Suppose this B. & O. R. R. man had been putting in. 
Bay, onlyone houreachevening— probably the hourhe actually 
wasted in amusement or idleness, during all these foxirteen 
years, preparing himself for a better place? Suppose he had 
been able to say to the superintendent: 

"/ can fill either one of those vacancies in the 
tariff bureau which must be filled shortly" or "I 
can fill Jones' job in the Accounting Department 
when he is promoted the first of the month. " 

^^ hat first wdiild have been nf(cs>iary to enable h i ni to have 
made such btatements".' Preparation, Competency mid Training. 

How often have yon b.eard it said that men usually 
stay at one desk a natural lifetime in the railroad bu>iine»s! 
Do vou know the real rea^onwhy railroad men remain at 
one desk always? The trouble is not w ith the railroads. It ih 
with the men tbemse Ives. Con^^ider. for example, Jame.< J. Hill. 
w ho aro~e from telegraph op 'rator to President of the Great 
Northern Railwau; Samuel Rca. who bei;an as chainmnn nnd 
rndnian ami aro^e to the Pre>iden<-y of the Penngulvannt Rail- 
road; and Wm. J. Harahati, Presi lent of the Seaboard Air 
Lint /Jai/fcav.u ho began asotfice boy superi ntendent of 
the L. A- N. H U. Do you supp.^e tlie-o Imi: r.n men. m, Id 
have advanced as they have without ^.^l,.iy and prepai.ii .. n ' 

New Jobs Now Open— Earn from $35 to $100 
Weekly as Traffic Managers 

Modern tra-isportation is a juhrIo <.f routes and roles. 
calling for speciali-ts, who like the pnthjinilera of old, hav»» 
expert knowledge of the trails of trajfir. Ho« to route sh ip- 
ment to obtain shortest mile >ge nt^<\ quickest deliveries and how 
to classifi/ goo<ls to obtain loxvest rates are two vital factors in 
business comr>etition. The man ivho knows hoiv isso valuable to 
hisemployerthathecommands respect an<i big remuuerulion. 

New and Uncrowded Profession 

TherearehalfaniillionLAKC.KSHirriKS I, tlieTnited ^ 
States. Practically every one of them needs an exp.Tt ,* 
traffic man. and this need is recognized as never before * 
because of the recently enacted railro.jd rate lawn s 
and inter-tate conimene regulations. 1 he deman-l t' 
fortrain<'d and efficient traffic men is many times y 
greater than the supply. There's room for you. / 

Study Traffic and / 

interstate Commerce / 

Decide now to become a trathc mm. 

Our Intt-rfUtc r<.mm.rrr cour-.- t nablc-< > r,u 
to study AT HOMK. without Uumuk ><>ur 
occupation or Bacrificing present income. ^ 
Clip coupon below. Bign and # 

niRil at once nnd we will aend you j» i 
- ■ ^luablebook. #' ^| 





24P Qicago 

FKKE. postpaid our n 
"Tm ><-<ir»' I'romi'li' 
and information conci 
opportiiiiitu-» and requ 
of this attractive prof 
Th " 


am interext<-<l in the 
proft-rwiion — 1 raffic 
gemelit. Pjeaw wild 
leii Years' Promotion 

6oofc \* vnrth a dnlla 
free while they h 

r?ent» " ^'^ in One" and full information 
"". V and Traffic Book, free of all co*t. 




I me. 

Occupation J 

Please uienliun thin magazine 


Baltimore, Md., October 7th, 1913. 

Baltimore & Ohio R. R. 

Dear Sirs : 

I will take the pleasure in writing to you in reference to the 
short time on the Baltimore and Ohio Road and in the shops. 
My husband works over at the Riverside roundhouse. It used to 
be that I could pay my debts and make my ends meet. And 
now as they have gone on nine hours work, I can't pay all of my 
debts. It keeps me worried all of the time. Today when my 
husband came home and handed me his pay it made me heart 
sick, to know how much I owe and can't pay. Besides I have 
three children to clothe. Won't you please try to see if you can't 
do better by the men, by giving them the old hours and overtime 
back, or raising their wages. By doing so I will thank you ever 
so much and God will bless you. 

Yours truly, 

From A Friend. 

The above letter evidently refers to recent negotiations 
between the officers of the Baltimore & Ohio Railroad and a com- 
mittee representing the machinists, which resulted in closing a 
schedule with the machinists providing for a nine-hour day. 
Only the earnest solicitation of the committee representing the 
machinists resulted in the nine-hour day. It was supposed the 
majority of the men on the system desired this. 


Price $75 

In Canada $93 

The Real Test of a Typewriter 

is what it does and how long it does it. Xo matter what you pay, 
this must be the basis of your purchase. Think, then, of the 
record of thousands of Royal Standard Typewriters in the 
strenuous " grind " of raih'oad, insurance and big corporation 
oflSces, and in important departments of the United States 
Government. The record proves beyond question or doubt that 
the Royal measures up to the highest standard known among 
typewriters — in materials, workmanship, endurance, speed, action, 
quality of work and general adaptability. 

The Master-Model of the Royal Solves 
Typewriter Problems 

OLR GARANTEE: That the Royal Standard Typewriter is made of the 
highest grade materials obtainable and by the most skillful workmen 
money can hire. That it will do work of the BEST quality for a GREATER 
length of time at LESS expense for upkeep than any other typewriter, 
regardless of price. This guarantee attached to every machine. 

Write for the " Royal Book " 

Then prove the big meaning of the Royal Record and the big economy of 
Royal Price by having a machine demonstrated in 3-our own office. No 
obligation whatever. 


21 South Calvert Street, Baltimore, IMd. 

Branches and Agencies the World Over 

Please mention this magtizine 




This $15 Draftsman's Outfit^ 

But you must write at once. This offer is 
limited. I make this most exceptional 
great offer only to a limited number of 

selected students. — Just think of it ! A complete, reg- 
ular Draftsman's $15 Working Outfit with high grade 
Imported German Silver Set of INSTRUMENTS -ALL FREE 

Drafting Work As Soon As You Enroll— 

ESIPn WhiiP I PSI fllinO'' ^^^» ^^^^'^ exactly what I mean, iis 
kCll II If llllv kuul lllllg soon as you become my student you 

can begin earning a handsome income while learning at home. Send the free coupon to me today and 
I will tell you just exactly how you can begin. I mean just what I say. This is a great extra special 
offer I am making. You should write at once. Absolutely no obligations of any kind in sending the 
coupon. But you must write at once. I cannot make this offer broadcast to everyone. So I will 
take the names in the order that they are received. Get yours in early. 

e a Draftsman! 





Draw $125 to $175 per month at once 

There is an urgent demand always for skilled draftsmen. Our 
companies are issuing calls every day for men to fill positions 
paying from $125.00 to $175.00 per month. Many positions paying 
$75 to $100 per week always open. Work is light, pleasant and 
profitable. Unlimited opportunities for expert draftsmen and 

designers. Mail coupon for valuable book, "Successful Drafting." It explains 
how you can become a skilled draftsman in a short time. It's free — ^Just think -. 

I Guarantee 

To instruct you until 
competent and placed 
i n a position at a regu- 
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from S 125.00 to 
$175.00 per month 
and furnish you free 
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at once. 

Chief Draftsman WiH instruct you personally 

^-^ "^^^ A most wonderful opportunity for a 

limited and selected number of ambitious men ! For over twenty years I have 

been doing the highest paying expert drafting work. I am Chief Draftsman 

of a large and well known company. Long ago I saw the urgent demand for 

practical, trained draftsmen and I organized my practical method for 

ambitious men whom I trained personally. Each month the demand for 

practical, trained draftsmen is growing — higher salaries are being paid right ^ 

along. Never before have we felt the need as we do today for men who really 

know practical drafting — the way I am training my students. At this time ^ M c% ff* f P ct,r\ 

can accommodate a few more men (from the ages of 16 to 40) in my spare W ^^"^^ i^oupon 

time. If you write me at once I will send you my book, "Successful ^ chief Draftsman: 

Drafting," with full particulars — all free. But you must write to me — W ^.ENGINEER'S EOUIPMENT CO. 

or send coupon now. IMK^/. ^"" "'- obii.a.r 'on' '^e." 

Mail Free Coupon Now w^S^ 

Mail this Free Coupon at once and I will send you my book 
''Successful Draftsmanship" and full particulars — all FREE. ^ 

I will send my book if you write at once, absolutely free — also particulars ^w 
about my offer to a few ambitious men who want to make from $2,500 to ^^-mamw 
$5,000 a year. No obligations whatever on you in sending the coupon. ^ jname 


Div. 2727 , Engineer's Equipment Co. (Inc.) CHICAGO, ILL. W 


^ please mail your book " Success- 

^b ful Draftsmanship" and full par- 

^F ticulars of your liberal "Personal 

Instruction " offer to a few students 

* It is understood that I am obligated 

In no way whatever. 

Addbess . 

Please mention this magazine 





^.■N§ .-S^v .-ritj, '^ 

Y ^-. 


WRLLr v.T( )\ held this regiment of cavalry in reserve at the battle of Waterloo, . 
: ■ \ ;m overwhelming charge mit^ht turn the tide of battle. The instant li- 

the order was given to charge and the S.-ots Greys Cavalry hurled themselves aga::.::t the Itl-xIi 1...- a 
thunderbolt. This charrre ended forever the career of Napoleon and his dream of universal empire vanished away 
with the smoke of his artillerv'. The celebrated picture shown herewith from Ridpath's Histon.', the of 
which was purchased by Queen Victoria, illustrates but one event of all the thousands which makes up the history 
of every nation, empire, pnncipality or power in the world famed publication. 

Ridpath's HistoryX World 

T/yE will name our special low price and easy terms of payment 

' ' only in direct letters. A coupon for your convenience is 

printed on the lower comer of this advertisement. Tear off the coupon, 
write your name and address plainly and mail. We do not publish our 
special low price for the reason Dr. Ridpath's widow derives her support 
from the royalty on this History, and to print our low price broadcast 

would cause injury to the sale of future editions 

Six Thousand Years of History fe;,^' 

"D IDPATH takes you back to the dawn of history ,^*r 
■^^ long before the Pyramids of Egypt were built 

down through the romantic troubled times of Chaldea's 
grandeur and Assyria's magnificence; of Babylonia's 
wealth and luxur>'; of Greek and Roman splendor ; 
of Mohammedan culture and refinement ; of French 
elegance and British power, to the dawn of yesterday. He 
covers every race, every nation, every time and 
holds vou spellbound by its wonderful eloquence 

46 Page Booklet FREE 

YyE will mail our beautiful 
^ ' forty-six page free booklet 

without any obligation on your part to 
buy . It will show Ridpath's wonder- 
fully beautiful style. He pictures the 
great historical events as though they 
were happening before your eyes; he ^gt-;: 
carries you with him to see the battles 
of old; to meet kings and queens and 
warriors; to sit in the Roman Senate; 
to march against Saladin and his 
dark-skinned followers; to sail the southern 
seas with Drake; to circumnavipate the 
plobe with Magellan. He comhines absorbinR 
interest with supreme reliability, and makes 
the heroes of history real living men and 
women, and about them he weaves the rise 
and fall of empires in such a fascinating style 
th?.t history becomes as absorbingly inter- 
esting as the greatest of fiction. 




^ ^ ^ •%• 


^.y. Newspaper 

^^ Association 


H.) »... ll.:,,' ..,„ -^. 

(.mc;A<,(' p I 

I'lnv'"'-, II 
.mplrf«)okl-t '■i l: 
'^y IILtory or ihr Worl.!. 
^^/ i:i,.' photciTT-lMirrs oi .-• 
c^'X Owecn } ;:ril'«-;h, 

r»-s,ir and s; Jkrs;><-.irr. 
if I'anin-.s Canil, etc., and wr.T ;■ <• 
I a particiilars of your si^cUl offer 
> Baltimore and Ohio Em- 
ployes Magazine readers. 

Please mention this magazine. 

The 1914 Timepiece 

The masterpiece qf watch manufacture — the Burlington Special — Idjewels^ 
aajustea to the secotid — adjusted to positions — adjusted to temperatures — 
adjusted to isochronism. Open face or hunting case, ladies'' or gentlermnr's* 

Burlington Offer! 

The Superb Burlington Watch 
now at the dh^ect rock- bottom 
price — the same price that even the 
wholesale jeweler must pay — and in 
order to encourage everybody to se- 
cure this watch at once, pay this rock- 
bottom price, either for cash or $2.50 
a month on this great special offer! 
We send the watch on approval, pre- 
paid. You risk absolutely nothing — you pay 
nothing, not one cent, unless you want this 
exceptional offer after seeing and thoroughly 
inspecting the watch. Read the coupon below. 

w New Book on Watches! 
*"""XSend Free Coupon 

"p'T? J^ JT ^VLearn the inside facts about watch prices, 
%wand tlie many superior points of the 
Book Coupon % Burlington over double-priced pro- 

_ „ _,- , _ ^ducts. Just send the coupon or 

Burlington Watch Co. %. a letter or a postal, Get this 
19th St. and Marshall Blvd. V^otfer while it lasts. 
Dept.2727 Chicago, 111. '^^^ Burlington Watch Co. 

Please send me (without obligation and *% lyth Street and 
prepaid) your free book on watches and a copy*%^ Marshall Blvd 
ofyour$l,OOCehallenge,withfu]lexplanationofyour *^ Phi,^.Qo-r» 

cash or S^.oO a month offer on the Burlington WatcK^^ ^-niccigo 

^^ uept. 


New Ideas 
In Watch Cases! 

Newest Ideas: Inlay Enamel Monograms, 
Block and Ribbon Monograms, Diamond 
Set, Lodge, French Art, Dragon Designs. 

Open face or hunting case, ladies' or gentle- 
men's 12 and 16 sizes. 

Imagine a beautiful hunting case with your 
own monogram on one side and the emblem 
of your lodge or any other emblem on the other side. 
Our catalog shows complete illustrations. See coupon. 

The Movement! 

In connection with our sweeping direct 
offer we have selected our finest highest 
grade watch for a special offer direct to the people. 
Material: The best that money can buy. Workmen: 
World renowned experts in their line. I 

The Jewels: 19 finest grade selected genuine imported 
rubies and sapphires, absolutely flawless. (It is well 
understood in the railroad business that 19 jewels is 
the proper number fur maximum efficiency.) 
Factory Fitted and factory tested. Fitted right at 
the factory into the case made for that watch— and 
re-timed after fitting. No looseness or wearing of the 
parts. No rattle or jar. 
Adjustment: Adjusted to temperature AND iso- 
chronism A.ND positions. The most rigid tests. 

That $1,000.00 Challenge 

money still lies in the bank waitino^, wait- 
ing for four years for someone who dares to 
make a competitive test with the Burlington Special. 
Ever since we dared to come out with our DIRECT 
OFFER at the rock bottom price, we have been wait- 
ing for someone to cover the challenge money in a test 
with the higher priced products. Wliy don't they ac- 
cept? Look at a Burlington Special, the perfect works 
the exquisite case, consider the rock bottom price, and 
you'll know why our challenge stands unaccepted! 



Please mention this magazine. 

iT< ir»-7v«vV"i''UfcHWj^ 

i\m t rm* t f ,'m .. - 

rm IT I i ' l rr r i vrri 1 1 rn liir i r r Ti i i v i f in-iYfti ilf 


21- Jewel Bunn Special 
My Christmas Bargain 


I am going to make the hearts of rail- 
road men glad this Christmas with my 
astonishing offer on the 21-jewel Bunn 
Special watch. For 30 days only, this master railroad watch, made by the Illinois 
Watch Co., can be had in a 21-jewel model by sending only $3.00 with order. Then 
you can take over a year to pay if you decide to keep it after 30 days' approval. 

Guaranteed to Pass Railroad Inspection 

Pres, and Cen*l Manager 

^1542 $29.00 

Silver Nickel Case 
$3. 00 Cash-$2.00 Monthly 

JEWELS, specially selected 
and hand polished and set in 
solid gold, protect the points 
of friction in this master 
railroad timepiece. 

temperature, six positions 
and isochronism. No matter 
how much you pay for a rail- 
road watch, this is the high 
est type of adjustment that 
you could possibly get. This 
movement passes inspection 
on every railroad. It is fitted 
with compensating balance, 
solid gold screws, including 
timing screws, double roller, 
temperedsteel escapewheel, 
and double-sunk dial with 
intense bl ck railroad num- 

X1541 $33.00 

20-Year Gold-Filled Case 
$3.00 Cash— $2.50 Monthly 

No. X1542— 21-Jewel Bunn 
Special in Silver aaa ^v^v 
Nickel Case, Price $^y.UU 

NICKEL CASE is fitted 
with popular swing ring, 
completely dust and damp 
proof, with screw bezel and 
heavy crystal. Is very prac- 
tical and serviceable for 
railroad use. 

No. X1541 — 21-Jewel Bunn 
Special in 20-year Gold-Filled 

""Trie, $33.00 

CASE is the screw back and 
bezel type, guaranteed com- 
pletely dust and damp proof 
— a fitting carrier for this 
splendid watch movement. 

Carry This Watch on 30 Days' Free Trial! 

................... USE THIS COUPON I 


We pay express charges and the watch comes 
to you in a handsome free box, as illustrated. 

We publish si largre and beautiful 
Christmas catalog: of everything: 
that is g:ood in jewelry, watches, 
diamonds — all sold on liberal 
credit terms with a year to pay for what you want. We 
can save you money on anything: in jewelry, and you 
should have this catalc^ before selecting: your Christ- 
mas g:ifts. Just write us a postal and say, "Send me 
your special jewelry catalog: free of charg:e." But, if 
you want this Bunn Special at this wonderful price, 
don't wait for the catalog but order on the coupon. 


3546 Wall Street, Cbieago 



3546 Wall Street, Chicago 

I enclose first payment of $3.00, for which 
send, express paid, the 21-jewel Bunn Special 

watch No , as described above. If I keep 

it I will pay S every month until $ 

has been paid. If I return it within the 30-day 
trial period you are to send me back my money. 



St. or Box No State. 

Please mention this magazine. 

THK ivM/n.MoKi-: AM) oiiK) l:.M^L()^l:s macx/im; 




WELLINGTON held this regiment of cavalry in reserve at the battle of Waterloo, awaiting thesui 
inuinent when an overwhelming charge might turn the tide of battle. The instant the French lines v 
the order was given to charge and the Scots Greys Cavalry hurled themselves against the French In.', a 
thunderbolt. This charge ended forever the career of Napoleon and his dream of universal empire vanished av..;v 
with the smoke of his artillery. The celebrated picture shown herewith from Ridpath's History, the origi: ;il cf 
which was purchased by Queen Victoria, illustrates but one event of all the thousands which makes up the history 
of every nation, empire, principality or power in the world famed publication. 

Ridpath's Historyrl World 

T/W'E will name our special low price and easy terms of payment 

' ^ only in direct letters. A coupon for your convenience is 

printed on the lower comer of this advertisement. Tear off the coupon, 
write your name and address plainly and mail. We do not publish our 
special low price for the reason Dr. Ridpath's widow derives her support 
from the royalty on this History, and to print our low price broadcast 

would cause injury to the sale of future editions. 

Six Thousand Years of History 

"piDPATH takes you back to the dawn of history 
•^^ long before the Pyramids of Egypt were built; 

down through the romantic troubled times of Chaldea's 
grandeur and Assyria's magnificence; of Babylonia's 
wealth and luxury; of Greek and Roman splendor ; 
of Mohammedan culture and refinement ; of French 
elegance and British power, to the dawn of yesterday. He 
covers every race, every nation, every time and 
holds you spellbound by its wonderful eloquence 

46 Page Booklet FREE 

T^E will mail our beautiful 
' ' forty-six page free bookkt 

without any obligation on your part U> 
buy. It will show Ridpath's wonder- 
fully beautiful style. He pictures the 
great historical events as though they 
were happening before your eyes; he 
carries you with him to see the battles 
of old; to meet kings and queens and 
warriors; to sit in the Roman Senate; 
to march against Saladin and his 
dark-skinned followers; to sail the southern 
seas with Drake; to circumnavigate the 
globe with MaRclIan. He comMnes ahsorbinR 
interest with supreme reliability, and makes 
the heroes of history real living men and 
women, and about them he weaves the rise 
and fall of empires in such a fascinating style 
that history becomes as absorbingly inter- 
esting as the greatest of fiction. 



Please mention this magazine 



The pen that is meeting with favor from railroad men everywhere. Its 

right on the job all the time. Fills itself without the aid of the old 

tyle. clumsy dropper-fiUer, without pumping or taking apart 

in any way. Just dipinink well, turn screw top and keep 

Guaranteed °'' ^^"^'"^ 



is guaranteed 
self -filling. Posi- 
tively non-leakable and is 
especially suited to the work of 
railroad men who want a pen to write 
with, not for a plaything. Its smooth, flexible 
point makes writing a pleasure. 

A PLEASING XMAS GIFT self-filUng fountain pen solve 
the gift problem for you. Nothing else you could give will be more appro- 
priate or useful. Order one for your own use and s2veral to send your C A-, 
friends for, they are sure to please. Postpaid, neatly packed OUC 

ALPHA FOUNTAIN PEN COMPANY "'-'ba'^t.'morI,"'?!!,.^'" 


We cordially invite all employes to inspect carefully the advertising now appearing in our 
Magazine. It is our purpose to offer only such things as will legitimately appeal to the rank 
and file of our readers. All advertising will be rigidly examined before insertion, so that there 
may be no question about its standard. No liquor or other objectionable advertising will be 


$44.80 per page, each insertion; 20 cents per agate line (fourteen agate lines to an inch'. Width of 
column, 16 ems or 2% inches. 

An extra charge is made for preferred position, such as the cover; rates will be supplied on request. 
For further particulars address 

THOMAS H. MacRAE Advertising Manager, JOHN H. POWERS, Eastern Representative, 

Railvpay Exchange Building, - - Chicago, 111. 456 Fourth Avenue, New York. Telephone 4716 Madison. 

SAFETY FIRST-That's the thought behind 
the Ball Watch. The simple, sturdy 
movement cannot get out of order 
and is the higher charader 
type for railroad 
service . 


Ball Railroad 
Standard Watch 

Tested and adjusted in the 
complete case. Sold at standard 
price everywhere. Full watch value. 
Write for free pass holder. 


Ball Watch Company, 




Ball Bldg., Cleveland. 
Heyworth Bldg., Chicago. 
Flood Bldg., San Francisto. 
Confederated Life Bldg., Winnipeg. 

Please mention this magazine 


Volume 2 



Number 2 




Thanksgiving Proclamation Woodrow Wilson 4 

The Commercial Importance of the Port of New York C. C. F. Bent 3 

A Day with Democracy R, M. V. in Newark ( N. J.) Evening News 8 

How Railroad Accidents Happen M. G. Carrel 1 2 

Courtesy and the Railroad A. J. Wells M 

A Birthday Party for the Veterans of the Baltimore Division 15 

The Baltimore & Ohio Railroad Co. in New York J. Newman 17 

Engineer "Ben" Stull makes Record Run 25 

To a Locomotive — A Poem Charles H. NIciers 27 

New Warehouse at 26th Street, New York 28 

Fallen Leaves — A Retrospect 31 

Autumn Leaves — A Poem Jones Very 32 

A Terrible Disaster Edgar White 33 

A Young Man's Recreation Creed Herbert A. Jump 35 

Some Inquiries in Regard to Freight Tariffs 36 

By The Way 37 

Elias Bernstein Wins Prize Contest 39 

Do You Want to Know How to Succeed ? 41 

Died a Hero Saving Boy 42 

Exhausts 44 

To Engineers Handling Passenger Trains 45 

Financial Office of the Baltimore & Ohio Railroad W. F. Hitchcns 46 

Editorial 48 

Safety Page 50 

Special N!erit RoH 51 

Among Ourselves 57 

Tlie Baltimore and Ohio Familv 94 

Published monthly at Baltimore. Maryland, by the employe* of the Baltimore 
and Ohio Railroad, to promote community of interest and greater efficiency. Con- 

tributions are welcomed from all employes. Manuscripts and photographs will be 
returned upon request. Please write on one side of the sheet only. 

Cbanfesgiving proclamation 

ISii^ HE SEASON is at hand in which it has been our long respected 
^J^ custom as a people to turn in praise and thanksgiving to Almighty 
God for His manifold mercies and blessings to us as a nation. The 
year that has just passed has been marked in a peculiar degree by 
manifestation of His gracious and beneficent Providence. We have not only 
had peace throughout our own borders and with the nations of the world, but 
that peace has been brightened by constantly multiplying evidences of genuine 
friendship, of mutual sympathy and understanding, and of the happy opera- 
tion of many elevating influences, both of ideal and of practice. 

The nation has been prosperous, not only, but has proved its capacity to 
take calm counsel amidst the rapid movement of affairs and deal with its own 
life in a spirit of candor, righteousness and comity. We have seen the prac- 
tical completion of a great work at the Isthmus of Panama, which not only 
exemplifies the nation's abundant resources to accomplish what it will, and 
the distinguished skill and capacity of its public servants, but also promises 
the beginning of a new age, of new contacts, new neighborhoods, new sympa- 
thies, new bonds and new achievements of cooperation and peace. 

"Righteousness exalteth a nation" and "peace on earth, good will toward 
men" furnish the only foundations upon which can be built the lasting 
achievements of the human spirit. The year has brought us the satisfactions 
of work well done and fresh visions of our duty which will make the work of 
the future better still. 

Now, therefore, I, Woodrow Wilson, President of the United States of 
America, do hereby designate Thursday, the 27th day of November, next, as 
a day of thanksgiving and prayer and invite the people throughout the land 
to cease from their wonted occupations and in their several homes and places 
of worship render thanks to Almighty God. 

In witness whereof I have hereunto set my hand and caused the seal of 
the United States to be affixed. 

Done at the city of Washington this twenty-third day of October, in the 
year of our Lord one thousand nine hundred and thirteen, and of the inde- 
pendence of the United States of America the one hundred and thirty-eighth. 


W. J. BRYAN, Secretary of State. 



TFIE importance of the city and 
l^jort of New York to the trans- 
portation Unes terminating there 
can best be appreciated when we consider 
it as the ''Interstate Port of New York 
and New Jersey. " This is not only the 
largest seaport in the world, but the 
most important manufacturing centre 
in the United States, with at least 10 
per cent of the manufacturing indus- 
tries of the country conducted within its 

Greater New York today has a popula- 
tion in excess of 5,000,000, with a con- 
tributing population of more than 
2,000,000 within a radius of thirty miles. 
The one great industrial advantage which 
New York possesses over other ports is 
the convergence there of vast railroad 
and steamship transportation lines. 

Statistics show that Greater New York 
in recent years has grown at the rate of 4 
per cent or more than 200,000 i)er annum. 
Including the New Jersey district, where 
lands are cheaper and direct rail connec- 
tions with factories are better, the rate of 
growth has been more than 5 per cent. 

Thirty-seven per cent of the export and 
fifty-seven per cent of the imj^ort business 
of the entire country, and ninetj' per cent 
of the ocean passenger business pass 
through New Y'ork. This, together with 

the fact that it is the most important 
manufacturing centre in the country, 
exerts a tremendous influence ui)on the 
transportation lines, including the coast 
lines to such points as Norfolk, Newport 
News, Charleston, Brunswick, Savannah 
and New Orleans, which, with the rail- 
roads, form through lines to interior and 
competitive points of the ''all rail" lines, 
and by their differential rates attract 
much freight to interior points of the 
country where time is not an element. 

Business transported to the Pacific 
coast and beyond must also be considered. 
A large amount of business to and from 
New York is handled by water and rail, 
via the Isthmus of Panama and Tehuan- 
tepec, at each of which points, at present, 
there are two trans-shi])ments. But with 
the completion of tlie Panama Canal, 
freight will be continued without trans- 
shipment at eitlier ])oint. The shii)ping 
interests are today preparing for this l)y 
Iniilding steamers to handle it. 

^Vith the rai)id growth of i)opulation in 
New York there is constantly being cre- 
ated new business for the transportation 
hues. There are many forces at work 
which will gn^atly emphasize this, not the 
least of which is the development of the 
Inland water ways. The New York 
State Canal, soon to l)e ojiened. with 




capacity for handling barges of 1000 to 
2500 tons and with its barge terminals at 
several points in New York harbor where 
trans-shipment can be made, is one of the 

coal business and reducing the number of 
cars for moving it to the minimum, it is 
important that the consignments from 
mines be kept intact, and not separated 

important items of commercial develop- at the different divisional terminals, as so 

Printed with permission of N. Y. Tribune 

ment at the port, to say nothing of the 
influence which the opening of the Panama 
Canal will exert. Much of the slow and 
coarse freight, originating at such inter- 
ior points as Youngstown, Pittsburgh, 
Bethlehem, etc., destined to Pacific points 
will then seek water shipment to New 

With the above conditions governing, 
and with the numerous transportation 
lines, we have a most competitive condi- 
tion existing at all times at New York, and 
outside of the element of time which con- 
trols the higher class freight, we have the 
important question of good service to 
consider. Regularity of service, together 
with fair treatment of patrons, serves as 
the greatest influence in securing business 
for less advantageously located lines of 

From a dumping of soft coal at our St. 
George piers of 240,000 tons in 1898 there 
has been an increase to 1,850,000 tons in 
1912. For the economical handling of 

often occurs. This results in delays to 
vessels as well as to cars and requires a 
larger terminal yard for holding freight 
for arrival of delayed shipments. In 
addition it requires more cars for the ser- 
vice. This, we believe, to be largely 
within the control of the Company. 

The lighterage business is more difficult 
to control, with a view to economical 
handling, for several reasons, but princi- 
pally because of the free time allowed on 
such business in New York harbor, which, 
on domestic is ten days, export, thirty 
days, and export on ''through bills of 
lading," unlimited. This last, however, 
occurs mostly with lumber, which, because 
being less desirable than any other freight 
is less sought after by the steamship lines. 
With the increase in cost of per diem on 
cars, the expense of handling lumber and 
the fact that lumber must be put under 
cover waiting trans-shipment, many cases 
of serious delays to cars occur with con- 
sequent expense of per diem. 

'rni': liAi/riMoKi'; and oiiio i:.\ii*L()^ i:> .\i aca/im- 

In looking forward to securing its sIkuc 
of the business resulting from conditions 
which we have related, the Baltimore I'd 
Ohio Railroad must i)rovide greater facil- 
ities than it now enjoys at New York. 
The greatest need for handling an in- 
creased coal business is the change of coal 
dumping facilities from St. George to a 
less congested location and where there is 
room for expansion. This, we believe, 
has been provided for by securing the 
necessary property. All that remains is 
the financing of the proposition. 

yai'd at St. ( Icorgc. W'hrii there is any 
interruption to the nioxcnieiit of trafiic. 
this results in congestion and delays. 
Some lines in New York, which handle a 
larger light er;i,<j;e business, have furnished 
warehouse capacity for the pur|)ose ot' re- 
leasing cars promptly and avoiding having 
to provide so much track room: while this 
is very exj)ensive, meaning as it does the 
double handling on all their lighterage 
warehouse freight, in times of need for 
equipment it is, nevertheless, the cheapest. 
We believe, however, that the solution 

A ri:maiu\'abiJ': piiotocjkaph. i.oaxkd hv colliers weekly 

From left to right ttie four towers are the Metropolitan, Municipal BuildinK, Woolworth an»l SingiT, iFu- (ir-*t and 
last two being the highest comniercial structures in the world 

The l^altimore k Ohio Railroad (Com- 
pany owns and controls valuai)le water 
fronts and undeveloped lands on StattMi 
Island, where sufficient terminals can be 
developed to secure its share of the growth 
of business at the port of New York. 
The capacity of our terminal yards is 
limited to 1500 cars in the storage yard at 
Arlington and to 500 cars in the operating 

of the matter is the ai)olitioii of the 
'*unlimit(Mr' free time and reduction of 
(ill {yvv time to ten (la\s. which now 
ai)j)lies only to domestic business. This 
certainly would be an incentive to move 
the business faster than the regulations 
at the port now permit. The su})ject 
is now before the Trunk Line Assoei.'ition 
for consideration. 


With the poHcy of the city of New 
York to own and control its entire water 
front and to erect thereon the necessary 
piers, there is a project on foot for the 
industrial development of South Brooklyn 
by the construction of a marginal rail- 
road by the city, and its lease to a joint 
company, representing all lines, for oper- 
ation, on basis of carrying charges on the 

expenditure. This will be the pohcy of 
the city hereafter. Public ownership and 
control of water front improvements, 
including belt line railroads open to all 
lines on equal terms, the coordinating 
of railroad terminals in New York 
harbor and elimination of competition 
by reason of location, will make all rail- 
road terminals available to all shippers. 



HERE were crowds 

and crowds of people, 

old, middle-aged and 

3^oung as the years 

go, but all young in 

spirit; there were a 

few of the very rich 

among many of the 

very poor, yet all were rich in anticipated 

joy of the picnic day before them. For 

this was the year's day of days, the 

annual summer outing of St 's, 

the big East Side institutional church, and 
everybody was out for a good time. What 
matter if the wife of the senior warden 
did find herself sitting next to lowly Mrs. 
Petrone, who comes from the Italian 
Chapel and keeps a fruit and vegetable 
stand on Avenue A? Mrs. Petrone was 
not in the slightest embarrassed. Or 
that Archie Somebody's son got a hard 
fall over Barney Nobody's son's foot, 
when he tried to beat the latter up the 
gang-plank to the picnic ground? 

Cooling breezes blew in from the 
Sound and dashed little waves against 
the feet of laughing boys and girls; em- 

bryonic engineers struggled manfully 
with shovels and sand against the rising 
tide; happy mothers grew years younger 
as they played in the water with their 
children or watched them cavorting 
around the beach ; even a few of the older, 
gray-haired women went in paddling to 
ease their tired feet, while here and there 
real angels of mercy in conventional 
black and white garb, replaced frowns 
with smiles and cries with joyous laughter. 

Never had the tables in the picnic 
grove seen such quantities of wholesome 
food and drink as weighed them down 
that day at luncheon time. What pyra- 
mids of delicious sandwiches and platters 
of hard-boiled eggs! What baskets of 
pears and peaches, and countless bottles 
of rich milk! Such pies seemed never to 
have been baked before, such ice-cream was 
scarcely known in that hungrj^ country 
of the East Side. So the picnicers ate 
and ate and ate — you would have too, 
if everything you tried was better than 
anything you had ever tasted before. 

But the real climax of the day's fun 
came with the dance in the middle of the 




afternoon. The i)residing g;eniii8 was tlie 
church choir-master, whose repertoire 
fortunately inchuletl a thorough knowl- 
edge of boys ami girls, in addition to his 
Brahms and Wagner. He was resplendent 
in flannels and soft white shirt, and 
radiant with smiles, unless perchance he 
should catch ''red handed" a lad humj)- 
ing a fellow dancer. Then, with a })er- 

was the sine qua non of the occjision 
because, on these free parties, it is almost 
im])os.«ible to eliminate entirely llie at- 
tendance of the gang element, and some 
one who can handle them tactfull}- has to 
be "in with the house." Furthermore, 
many of the working girls and boys, in 
ages from twelve to twenty-four, had not 
learned all their turkev-trottin"; in tin.' 


fectly ferocious frown but an ill-concealed 
twinkle in liis eye, he would threaten to 
maroon the offender on the boat until 
sailing time. He was here, there, every- 
where — first flitting across the floor in 
lively two-step with one of the dea- 
conesses, then l)owing profoundly to one 
of his young choir girls and with mock 
seriousness, asking her for a dance. And 
once or twice during the afternoon he 
stopped suddenly in the middle of a 
tango to consult with Billy, the Bouncer. 
The engagement of Billy, l\v the way, 
was the master stroke of the outing. He 

Parish Hall of the church, and the choir 
master had been aj)pointed a connnitt^e 
of one to secure an efficient censor for 
the occasion. His choice was Billy, 
possibly because he liad a build like an 
All-American guard, and the music man 
had been a fairly good half-back in his 

Billy had really been heavyweight 
champion on one of our battle-ships, 
until some short-sighted fight promoter 
drafted him as a "white hope." He had 
{)lenty of brawn and grit, but his first two 
fights showed that he couldn't accjuire 



the science to become a top-notcher. So 
he gradually drifted into the East Side 
and became a "bouncer" at MorelU's 
dance hall. And as his regular work 
didn't start until 9 p. m., he accepted 
the job for the picnic. 

Billy took his new task with the utmost 
seriousness. In fact, he apparently had 
absolutely no sense of humor, for not a 
smile escaped him as he was introduced 
to the round dozen of deaconesses in the 
dancing pavilion. He gave a short, 
jerky bow, with musclebound arms 

as, with a quick step, Billy would point 
to an offending pair, then jerk his hand 
over his shoulder, fingers clenched but 
thumb pointing backward, and with a 
quick toss of his head to one side, signify 
that they would have to ''break" or 
leave the floor. 

When five o'clock came the choir 
master yielded to the coaxing of the 
many who had asked him, and consented 
to sing. Without at least one solo from 
him the day would not have been com- 
plete. The musicians who had been 


half crooked in front of him and no change 
of expression; then a hurried ''please to 
meet you. Miss," and so on to the next 
victim. Nor did he smile once during 
the two hours of dancing, but with head 
thrust slightly forward, stolid, serious 
expression, and hands clasped behind 
him, he walked from one end of the floor 
to the other, or stood in the center and 
surveyed the crowd. 

It was illuminating in the extreme to 
the church workers to see how quickly 
the young couples kncAv what was meant, 

playing for the dancing turned the piano 
around so that he could face the people, 
and after a few preliminary flourishes 
up and down the keys, he launched into 
a humorous song called ''Schneider's 
Band." Perhaps you know it, for it is 
very popular with glee clubs as an en- 
core, and usually requires a big chorus to 
make it effective. But he was equal to 
the occasion, and with his left hand on 
the keys, his right in the air or at his 
mouth to help him imitate the sound of 
a cornet or trombone, he presented a 

THE BAi/riMom'; AM) OHIO l•;.M^Lo^ i;s maca/ink 


wonderfully iralistic picture of a (Jernian 
baud uiarchiuo; from a distance and 
coming nearer and nearer until it passes 
in review, ami with gradual diminuendo 
fades into the distance again. " Danuy 
Deever," with Waltc^r Dann-oseh's nnisical 
setting, followed, and its s])lendid dram- 
atic intensity was so well interpreted 
that not a word was lost on the crowd. 
And as a last number he gave all four 
verses of "Mandalay" \vith its diver- 
sified appeal and ever pleasing melody. 

Most of those present had never heard 
such singing before, and they applauded 
and clamored for more, until he finally 
went back to the piano and announced 
that with the help of the other musicians 
he would play for the last dance. And 
without further ado he broke into 
the lilting strains of the incomparable 
''Faust" waltz. His magnetic touch 
reached the hearts and fingers of the 
violinist, the cellist and the utility man 
with his drum, cymbals and what not; 
and how they did play! And how the 
people danced! 

The rector joined hands with one of 
his Sundaj'-school teachers; his secretary 
danced with a pretty Armenian miss from 
one of the chapels of the parish; the head 
deaconess seized gray-haired Riley, who 
has been janitor of the church for nearly 
half a century, and made him cavort like 
a youngster; while at the other extreme of 
years was a five-year old boy, hopping 
about in a corner of the pavilion with his 
elder sister. 

Everybody danced except the very 
3'oung in the arms of their mothers, and 
the very old. And their eyes danced 
with delight at the happy scene before 
them. Even Billy the Bouncer seemed 
to feel the spontaneous joy of the occa- 
sion. At any rate it was eas}- to sec that 
he was less seriously responsible than 
during the earlier dancing. For he stood 

with one' foot slightl\' advaii('(Ml hands 
still Ix'liind him. and lookccl at the ceiling 
with [I decidedly bored exjjressiou. Who 
knows — ])erhaps he wanted to do the 
whole thing over again. 

Stand at the foot of the gang plank 
with me as the crowds arrix'e for the home 
sail, and vou can count the natives of at 







r^ iw^L^ 


least a dozen European nations. Sound 
the depths of their souls and mayhap 
you will find as many creeds. 

The shadow of selhshness is in this face, 
the smile of charity, in that. Here is the 
sallow cheek of ])Overty, there the l)l()om- 
ing tinge of j)r()s])erity. The man in 
white flannels, whose family dates back 
two centuries in America, is discussing 
'Counteri^oint" with tlie Jewish vio- 
linist, whose family is just as old in per- 
secution, in Russia. The rector smilingly 
approaches us, each arm about the 



shoulders of a little girl. One came from 
Sweden in the Northland, and the other 
from Sicily in the South, What a 
strange transformation ! 

And so they come ; all races, creeds and 
conditions; rich and poor, old and young, 
saint and sinner, the strong and the weak, 
the gift giver and the gift taker, a few 

teachers and many pupils, all thrown 
together for a single day, brothers and 
sisters for happiness' sake and that they 
may learn to know each other better. 

How the melting pot simmers on such 
a day as this, when democracy is really 
in the making! — R. M. V. in the Newark 
(N. J.) Evening News. 



District Passenger Agent 

Cleveland, Ohio 

NINETY-NINE out of every hun- 
dred railroad accidents are the 
outcome of some individual neg- 
lect or carelessness. The one I am about 
to relate was due to a combination of con- 
tributory negligence. 

In the winter of the early seventies I 
was day operator at Ligonier, Indiana, on 
the L. S. & M. S. Arriving at the office 
in the morning, after an all night sleigh 
ride and dance at a nearby town, I found 
that my night man had not been on duty 
the previous night, but had left a 
*' student" in charge of the office. Of 
course there was " the deuce to pay " and I 
was instructed to work the night ''trick, "as 
the superintendent could not find a relief 
operator. I explained that I had not had 
a wink of sleep for twenty-four hours, but 
was told to do the best I could, and when 
I felt that I could keep awake no longer to 
notify the dispatcher and they would 
close the office. So I worked all day 
and then commenced the night vigil. 

About nine o'clock in the evening I re- 
ceived an order to hold No. 72 (eatst- 
bound) at Ligonier for two sections of 

train No. 73 (westbound). I got out the 
red lantern, lighted it, and placed it in its 
usual place on the platform. No. 72 
came in, and stopped for wood for its 
engine. The watchman went — as was 
his duty — to help ^Svood-up" the engine 
of No. 72. I fell into a doze, but was 
startled from my drowsiness when I saw 
the train start Eastbound and rushed to 
the office door presuming that the train 
was pulling down to take the siding. As 
I reached the door however the caboose 
went by me, the watchman was coming to 
the office, my red light was not in sight, 
and the conductor was swinging on to the 
front end of the caboose near the wood- 
shed. I grabbed the watchman's lantern 
to swing up the train — I hastily informed 
him of the situation and left him to run 
down the track to try to attract the 
train crew's attention, while I went in to 
try to stop train No. 73. But they had 
left Brimfield, the next telegraph station 
east. I notified the dispatchers and then 
came the agony of terrible suspense, like 
a horrible night-mare that is indescribable 
and awaking from which we thank Heav- 



en it was not real. I even ])inchetl my- 
self to be assured that I was not dreaming 
— but no! I was in the midst of a night- 
mare of horrible reality. Would any one 
be killed through that neglect? Down the 
line those two trains (three sections in 
fact) were rushing towards each other. 
Would the engineers discover that the 
headlights in front of them were on the 
main line and stop before colliding? There 
was nothing to do but to wait. 

reasoned that the engineer of Xo. ~'^ 
would know (having orders to go to Ligo- 
nier) that, when he saw the headlight of 
No. 72 he would know it was not on sid- 
ing at Ligonier. But there was a siding 
also at Wauwaukee half-way Ix'tuccn 
Brimfield and Ligonier and this also en- 
tered into the ''comi^ination of circuni- 

About 10.30 No. 72 came backing in, 
the conductor ran into my office (he wa.s 

\E.ST CAUGHT IX OPEXIXCJ KXrCKLK-W \\m1I)\i;i 1 i\\ -\ <>l \< 

The station and telegraph office at Ligo- 
nier was on the north side of the main 
line, there was a great woodshed just east 
of the station and the main track curved 
sharply around the woodshed to the north. 
The east switch of the siding (which was 
south of the main line and opposite the 
station) was opposite the woodshed. As 
the siding was so located, a headlight of an 
engine on the siding would be hiddiMi from 
the main line east bv the woodshed. I 

a particular friend of mine) and reported 
"no one hurt." My night-mare was 
turned to delight. The trains had come 
together, the front ends of the engines of 
No. 72 and the first section of No. 73 were 
damaged, but tluMr meclianism wa> not 
injured. No damage was done to No. 73 
except to her engine. 

Now for the "coml)ination of neglect." 

First — (aside from what I have already 

said as to my drowsiness) I did not attend 



to filling the red lamp with oil and it had 
burned out. 

Second — The train dispatcher had in- 
structions to send ''hold orders" to both 
night-watchman and operator, but the 
dispatchers, thinking this unnecessary had 
for sometime neglected to address orders 
to night-watchman. Had they done so 
the watchman, when helping ''wood up" 
the engine, would have notified the train 
crew of No. 72 of the hold order. 

Third — Orders had been in force for 
several years that "engineers must screen 
their headlights when on sidings" but 
this had become obsolete. 

Fourth — The engineer on the first sec- 
tion of No. 73 (westbound) was a new 
engineer on the division (having been 
transferred thereto to teach the use of 
coal) else he would have known that the 
headlight ahead of him was not on the 
siding at Ligonier. The engineer on No. 
72 (eastbound) thought the headlight he 
saw was on siding at Wauwaukee — the 
intermediate siding — and did not reduce 
speed until he discovered his error and 
collided with No. 73. For my part in the 
" combination of neglect " I was " laid off " 
for one week and on my return was made 
operator to the dispatcher. 


THE COURTEOUS man Is of special worth to the railroad. Why? 
Because of the business of the railroad. It is a common carrier for the 
public. It is a servant of the public and expects to serve. It is the highest 
organized expression of service in the world, and its ideal is promptness, 
efficiency, courtesy. 

Courtesy is politeness, polish of manner. At its best it is not an accom- 
plishment, but a quality of life, the expression of a kindly, cordial, gracious 
spirit-^approachable, helpful. 

Courtesy wears well, and is always "on the job" in words, tone, look, ges- 
tures, manner, actions. 

It is spontaneous, flowing out in small things, as well as in the larger 
affairs. It is tactful, moving on hinges well oiled. The courteous man 
eliminates friction. 

He is democratic; never snobbish; he respects influence, power, position, 
but says, "A man's a man for a' that." 

The courteous man is considerate, patient, self-controlled. He answers 
questions graciously, helps by explanations, directions, or a bit of inquiry or 
research. He seeks to serve. 

Courtesy cannot be bought, servility can. The man of courteous spirit is 
not "mushy"; he has opinions and a will ; is independent, self-respecting, 
dignified, unpurchasable. 

Courtesy is contagious; it may be "caught," but it comes rather from a 
steady, persistent effort to be courteous. It is the result of wise self- 
development, an effect of culture or refinement. Like virtue, it is its own 
reward. —A. J. Wells, in the U. P. & 0. S. L. Monthly. 




EMPLOYES of the l^altiinore Divi- 
sion of the Baltimore & Ohio 
Railroad who have been in the 
service twenty or more \'ears, met Monday 
evening Oc toiler 6th, in the assembly 
room of the railroad's branch of the 
Young Men's Christian Association at 
Riverside and perfected an organization 

known as the "Veteran J^^niployes' Asso- 
ciation of the Baltimore Division. " The 
object of the association is to promote^ 


Prcsidi'iit. Halt imorc and Ohio Veterans' AsMKiatinn, 
fialliniore Division 

\ ici' rif.-uli-m. Haltiimjre and Ohio W-U'tans' A >.-Mniatn>n. 
Baltimore Division 

sociability among the members, to discuss 
matters of mutual interest to them and 
to furtlHT the progress of the road. 

The following officers were el(»('te(l for 
the ensuing year: president. K. L. 
McCahan, chief crew dispatcher at River- 
side; vice-president, W. O. Peach; secre- 
tary. Robert S. Thomas; treiusurer, J. L. 
( rothers; executive committee, Messrs. 
Albert Wilford, R. F. (laithcr; J. F. 
Houck. IL F. P)urck. John \'. LcComptc 
I), M. Fisher. F. !•:. Pc.ldicord. C T. 



McMillan, T. F. Connolly and Charles 
F. Hopkins. 

The association started off in a very 
flourishing manner, enrolling one hun- 
dred and eighty-two members, and the 
number has since been increased to two 
hundred and seventy-five. Following 
the business meeting a jolly good time 
was spent listening to vocal and instru- 
mental music, and addresses; refresh- 
ments were served and the evening was 
concluded with a smoker. 

The principal speakers were George 
W. Sturmer, of the general manager's 
staff; R. H. Tiderman, of the Veterans' 
Association of Philadelphia, Pa., and J. 
M. Graeve, secretary of the same associa- 
tion. Messrs. Sawyer and Moler played 
two cornet duets and a vocal solo was 
sung by T. E. Stacy, secretary of the 

Young Men's Christian Association at 
Riverside. Humorous recitations were 
given by the ''witty wit," Carlton Smith, 
the jovial baggageman between Baltimore 
and Cumberland, who is also a member 


Secretary, Baltimore and Ohio Veterans' Association, 

Baltimore Division 

J. R. CROTHERS, Master Carpenter, Mt. Clare 

Treasurer, Baltimore and Ohio Veterans' Association, 

Baltimore Division 

of the association. J. M. Decher, pre- 
sided at the piano during the entertain- 
ment, and also rendered several solos on 
the pipe organ. It was a reunion long 
to be remembered. Men who had entered 
the service of the road in their teens 
were there wearing silver locks, some of 
them, but they were not old men, but 
strangely young in their calling. The 
meeting adjourned to meet in January, 
1914. The association bids fair to be a 
great success. 






T is roiisonable to assume that 
many of our brothers on the 
System have very indefinite icieas 
of New York, espeeially as the eastern 
terminus of the Baltimore &: Ohio System. 
For those whose impressions are formcnl 
princi])ally from the study of i^ieiure 
postals and the eastbound guide book, 
the view is distorted. They are left 
without a true perception of the vast- 
ness of New York geographically: there- 

fore, it may be to some good pur|)ose 
to introduce a l)rief sunnnary of facts 
in this connection. 

New York is a s(>a])ort entirely sur- 
roundcnl by water. Haltimore tt Ohio 
rails end at St. (Jeorge, Staten Island, 
from which point trans])()rtation of freight 
is continued by water. St. (Jeorge 
yard and transfer station are the j)()rt 
of (^ntry and exit of all eastbound and 
westbound freight traffic that nio\-es 

Distance from ^. Qeorae ■^o 
Pier7~- 5 Miles 
Pier22- 6 '• 
26t-^^treet-8£ '« 






CITY..-. ^'X;:/ 


^AtLANTTC-BASIN-Ntw voffx oock CO 





over the '^System" to or from New 
York. From here, all -local freight is 
distributed by means of car floats to 
the various delivering stations, where 
the cars are emptied and reloaded with 
westbound tonnage, thence floated back 
to St. George, where they are assembled 
into trains. 

The floating equipment, which is used 
to take care of the traffic between St. 

St. George transfer platform distributes 
promiscuously L. C. L. business. Both St. 
George lighterage and transfer platforms 
are in charge of E. W. Evans, agent. 

Pier 22 is the central, besides being 
the most important terminal station. 
At Pier 22 is handled the bulk of the 
L. C. L. traffic, eastbound and west- 
bound. It has a payroll of approxi- 
mately three hundred. W. B. Biggs, who 


George and New York city consists 
of eight large and powerful tugs, three 
steam lighters, twenty-one car floats, 
eighty-nine barges and lighters. When 
this fleet is inadequate to meet the 
demands made upon it, additional equip- 
ment is hired. 

for a number of years was in charge 
of the now discontinued Pier 27, East 
River, and later of Pier 7, North River, 
is agent at Pier 22 and correspondent 
for the Employes Magazine. 

Pier 22 is situated at the foot of Jay 
street, in the heart of the market dis- 

Till': H.\i;ri.\i()i{i': and oiiio i:.\ii'i.()N i;s maca/im 


trict, iiiul in a portion of tlic city where tluy arc now considci-cd the finest nUm^ 

extensive shipping i)revails. The hnlk- both the North and llast Kixcrs. 

head, fronting West street, is 250x50 At the south end overlooking West 

feet. 'rh(^ ])i(^r extends nearly 1.000 street is the ollice of W. ( 'ornell, 

John Newman, in charge of Eastbound Department, standing, centre with arms folded; Thomas Gorman, in chargf 

of Claim Department, upper left corner 

feet out into the Hudson, commonly terminal agent. Also at the south end, 
called North River, and is 60 feet in but with the view of the Hudson, is 
width, inside measurement. Atop the the office of Mr. Biggs, agent. Between 


pier are located the offices, which, by the aforesaid offices is the desk of ter- 

the way, were destro3'ed by fire on the ininal chief clerk, T. A. Kavanagh. The 

night of January 15th last, but have main office at the south end contains 

since been reconstructed so well that the eastbound, westbound and claim 



departments, which are headed by J. 
Newman, H. M. Blakeman and T. 
Covman, respectively. The north end 
is occupied by the hghterage and account- 
ing forces. Edward Sahsbury, assistant 
terminal agent, is in charge of the 

New York proper. This station ranks 
in size with that of Pier 22, but the 
volume of business is much less owing 
to its location. A. L. Mickelsen, who 
formerly was terminal chief clerk, is agent 
at Pier 7. Not since its formal open- 


lighterage, while F. L. Bausmith, cashier, 
and F. W. Nelson, assistant cashier, 
supervise the accounting department. 

From the following data the average 
station employe can more readily get 
an idea of the size of this station than 
from tonnage statistics. An average 
of 2,000 shipping tickets are waybilled 
every day throughout the year; about 
250 notices of arrivals are sent through 
the mail and a like number delivered by 
messengers each day; nearly 500 de- 
liveries of eastbound shipments are made 
daily, and O. S. D. reports aggregate 
1,500 monthly. 

Pier 7, North River, is situated near 
the southern end of ''Manhattan," or 

ing in 1908 has Pier 7 shown up in 
all its splendor as it does today. The 
entire front facing West Street has 
been painted the standard red and the 
pier now ranks first of those along the 
North River in beauty and appearance. 

Pier 21, East River, the only Baltimore 
& Ohio station on that river in Manhattan, 
is located at the foot of Dover Street, in 
the shadow of Brooklyn Bridge. The 
location of this station is very convenient 
to the many large industries in that 
section. Shipments for delivery at Pier 
4, Wallabout, Brooklyn, are handled 
through Pier 21, East River, and are sent 
by barge across the river to that point. 
Pier 4 is in charge of H. R. Tait. 



The 26th. Street yard is tlie most 
prominent of our ui)t()wn \v(»stsi(le sta- 
tions. It covers the entire tract of hind 
bounded by 11th to 13th Avenues, and 
25th. to 26th. Streets. This is the only 
company station on ''^Manhattan Ishmd" 
that has a float bridge and yard facihties, 
and where track dehveries of carload 
freight are made. Live poultry and L. 
C. L. import shipments are also handled in 
large quantities. Located in the 3'ard is 
a 25 ton crane for heavy tonnage. The 
immense warehouses now in course of 
construction, together with the general 
northward trend of business, assure a 
brilliant future for this station. J. J. 
Bayer is agent at that point. 

The Harlem Transfer Co., situated at 
135th Street and Harlem River, and the 

.la\' Street TeiMniiial. l>r()()kl>n, is 
located almost directly opposite Pier 21, 
I'^ast River. The New York Dock Co. 
comprising the Fulton, lialtic and Atlan- 
tic Terminals, are one mile to the south, 
and the Brooklyn h^astern Distiict Ter- 
minal, the old Palmers Docks, one and 
one-half miles to the north. The Long 
Island City Terminal of the Long Island 
Railroad is still another mile further 
northward, and farthest north is the 
Harlem Transfer. The Bush Dock Co. 
properties are located in South Brook- 
lyn, a three mile tow from St. (leorge. 
This terminal is the connecting link 
with the l^rooklyn Rapid Transit Ivail- 

The towing distance from St. Cleorge 
to Pier 7 is five mil(\<: to Pier 22 North 


various Brooklyn Terminals, along the 
eastern side of the East River are inde- 
pendent concerns, not controlled by the 
Baltimore & Ohio. Thej- connect with 
St. George by float. As distributing 
centers of freight these terminals are 
used by all the railroads not having 
terminals of their own in these terri- 

River and Pier 21 East River, six miles, 
to 26th street, eight and one-half miles. 
This towing time is scheduled. It ])rob- 
a])ly does not occur to a western agent, 
unfamiliar with the fact that nearly all of 
the deliveries in New ^'ork City are made 
by means of car float instead of on the 
track, that it makes a great deal of 
difference whether a shipment wayl)ille(l 



to Pier 7, North River, Pier 21, East 
River, or 26th Street, i,s loaded to those 
particular stations or to Pier 22, BUT 
IT DOES. If a shipment is loaded to 
Pier 22 and waybilled to any of the 
other stations, it will naturally be over 
at Pier 22 and short at the station where 
it properly belongs. When this fact is 
discovered through interchange of memo- 
randum over and short statements, the 
shipment must be loaded and floated 

Smith securing the property, but if 
Smiths Siding forwards a package to 
John Smith at New York, we are up a 
tree, as there are two hundred and eighty- 
seven John Smiths listed in the city direc- 
tory for Manhattan borough only (and 
there are four other boroughs with an 
additional population of two and one- 
half million people). By the way, the 
city directory is printed in very small 
type and the directory for one borough 


back to St. George Transfer to be re- 
loaded and floated to the proper delivery 

Another cause of delay is the forward- 
ing of waybills direct to delivering sta- 
tions instead of to junction or transfer 
points. Still another cause of not only 
delay, but a great source of trouble is 
insufficient address. If New York for- 
wards a shipment to John Smith at 
Smiths Siding,Ohio, without local address, 
the chances are in favor of the right John 

alone weighs twelve pounds. All ordi- 
nary names occur several times, and if 
consignee's address is not shown on way- 
bill or package, various expedients are 
employed to locate the proper owner; 
failing in this, unclaimed report (form 
381) must be issued. 

However, this is a digression from the 
original subject matter which has been 
exhausted in an effort to be ''brief." 
This article is written in the hope that 
the western agent will acquire a better 

THK I^AI/n.Molli; AM) olllo IMi•L()^l;^ MACAZINK 


kiiowk'flgr ot" local traffic conditions in trihutin^ to the nnitual Ix-nctit of the 
New York, than can l)(' gained from other r>altinjore cV: ( )hio Sy>teni. as well as to 
sources, and that it will aid him in con- the sliippor and the consignee. 



I f . '\ 1- 

"The third great cause of the growth of the modern city is the railway, which makes it easy 
to transport population from country to city and, which is much more important, easy to transport 
food, thus making it possible to feed any number of millions massed at one point. 

"Because men are social beings, cities have always been as large as they could well be. 
But until the nineteenth century it was difficult to supply a large city with food, water and 
fuel .... Famines occurred when grain was rotting on the ground only a few leagues 
away. The application of steam to transportation now makes it practicable to transport food from 
the other side of the world. Thus a tendency toward aggregation which has always existed has 
now been liberated and the natural restriction to the growth of cities has been removed. 

"The time is certainly coming, and at no distant day, when a majority of the population will 
live in cities. This is already true of fifteen states, in eight of which the urban population is more 
than two-thirds of the whole." — Josiah Slronrj in the "The Chnllenqe of the dtij ' 

Are You Follow- 
ing the Baltimore 
and Ohio Way? 





'\'E OFTEN wondered why news- 
papers sa}' so little about the hu- 
man side of engineers. Now I 
know — engineers never say anything about 
themselves. You can pick up almost 
any paper almost any time and find an 
account of some unusual accomplishment 
on a railroad, some storv of heroism or 
nerve, but you never get a look back of the 
scenes at the personality of the engineer. 
Modesty seems to be as much t heir's as 

Two things which happened soon after 
I met engineer Stull, however, revealed 
another characteristic of his which seems 
as firmly implanted as his courage and 
modesty. He is frightfulh' exact. When 
everything was ready for his picture* at 
Riverside — engine on siding, tripod set. 
camera focused— I found I had negl(M'ted 
to provide work-a-day clothes for him. 
We quickly got a pair of overalls and cap, 
and the former he donned. But he 
objected strenuously to wearing the cap, 
claiming that because he always wore a 
soft hat in the cab, no one would know 
him. I think you will agree that he took 
a pretty fine picture, however. ''He 
looks," as one of the boys so a])tly said, 
''like a champion running horse, fit to 
win the battle of his fife." Again, when 
he came in to see us, I introdiiccMl liim as 

engineman Stull. "Not engineman/' he 
corrected, ^' engineer.^' On the Penn- 
sylvania, its engineman; in England its 
engine driver, but on the Baltimore & 
Ohio its engineer.'' Perhaps it is this 
passion for exactness which more than 
anything else accounts for his success; 
exact adherence to schedule, to rules, and 
exaction on his part as to the condition 
of his engine, etc. 

It seemed more than coincidental, 
therefore, that the one night in his long 
railroad career in which he made a partic- 
ularly noteworthy run, "Ben" Stull 
couldn't be too exacting. He had to 
accept conditions as they wvw and like a 
good soldier he took up the burden and 
carried it through to a successful con- 
clusion, .lust what these conditions were 
h{* wouldn't tell me. He is probably 
the only one* who knows the whole story. 
But we know he had a fi^ht and that he 
won it handsouK^ly. Ilr i)ut handicap 
to rout by ])ers('V(Tancc. He thrives on 
performances, not excuses. 

Though not iii('lin(Ml to belittle his re- 
cord run, Mr. Stull lik<'s to hark back to 
the days he was driving trains Nos. 48 
and 41). 

"That used to be my regular run," 
he said, "hauling solid express trains 
between Cumberland and Baltimore. 



And it took some manipulating to ' throw ' 
those heavy trains through in five hours, 
stopping only at Martinsburg and Wash- 
ington Junction. Of course we had no 

the big 'Pacifies,' when she was doing 
between seventy and eighty, you know 
what I mean. The fascination of fast 
riding makes you forget every other 


speed limits and used to do seventy-five 
miles an hour without thinking about it. 
"No, I was never nervous or afraid; 
if I do say it myself, I don't know what 
fear is. If you've ever been in one of 

emotion. But that is now a thing of the 
past; the temptation to open up and let 
'er go may come on you pretty strong 
now and then, until you remember your 
speed limit rules. Furthermore; there's 

THK HAi/riMoin: and oiiio i;.\ii'i.()^ i;s m \(i\/iM-; 


a little st(H»l hand in ('V(>rv (^n^inc cal) <2;('l the «;r('at(st cfficicncx- out ot 1 lie jjowcr 

which writes an indelible nu-ord of your they ha\(', not the ones who tluow u|) 

j)erf()rmanc(\ From this there is no their hands in despair and keej) the wires 

court of ai)i)eal, and I'm sure its })est for busy witli their calls for hel))." 

all concerned." TIk^ oflicial report of Mi'. St nil's ^reat 

From what I've seen of him, Mr. Stull run on enjj;in(> No. 21()(S from ( umherland 

is a fine illustraticm of the men Mr. to Halethori)e without stoj) oi- nplcnish- 

Galloway had in mind at Deer Park wIhmi in*;- of water, follows: 

he said in effect: Lv. (^imberland , . :).2.") a. ni. 

''You can't run railroads on (wcuses or " Martinshur^- 7.14 a. m. 

a])peals for better equipment. The men '" \\'ashin«2;t()n .hniction 7.54 a. m. 

who are showing the best results on the " (^X Tower. Wa^hintiton . ,S.i:5a. in. 

System are the plup;p;ers, the f(>ll()ws who \v. ( 'ainden 10.00 a. ni. 




Reflectively I stand und gaze on thee, 
Thou pulsing giant of the steel highway; 
O'erwrought with power, thou throbb'st as 
if to say: 
"Let me be off; I'm longing to be free- 
To flee across the river, o'er the lea, 

And through the city, while no human may 
Arrest my course, save those who all the day 
Feed mo and ride me onward toward the sea." 

While gazing on thy (luivcring .sidc.^. my mind 
IsfUled with thoughts of liow with wondrous 

Thou bearest messages across the land 
That save fond heart.'^ from breaking; and behind 
Thy massive form .sometimes our nation's 

Is safely borne to it.s awaiting h;in<i. 


The clas.s antagonisms which disturl) industry and snciety at the proent time must give way to 
mutual cooperation and right dealing between employing and t'mplo>ed classes, if the institution of 
private property is to be preserved. 




THE Baltimore and Ohio Railroad is 
constructing an eight-story ware- 
house in New York City. The 
building is bounded by 11th and 13 th 
Avenues and 25th and 26th Streets, 

fronting 63 feet on 11th Avenue and 352 
feet on 26th Street, the remaining section 
of the lot being prepared for team tracks. 
The foundations of the warehouse are 
of concrete, and have been constructed 



-—' * 





'^ i ^^:m 






on piling 80 feet in length. The work 
necessitated over 4,000 piles. In driving 
these foundation supports, great diffi- 
culty was encountered in the way of ob- 
structions. Sunken barges filled with 
stone were cleared away and three ^apii- 
rate bulkheads had to be removed on 

The floors will have a carrying capacity 
ranging from 500 pounds per square foot 
on the first Hoor to 150 pounds per square 
foot on the top floor. The freight, or first 
floor will have rock mastic wearing surface, 
and a special concrete with granolithic 
surface will constitute the other floors. 


In left foreground can be seen bulkheads which were sunk j-ears ago when the Hudson flowed over 
this very spot, now one hundred yards from the water's edge 

account of the Inilkhead line having been 
extended from time to time. The bottom 
of one of these bulkheads was found to be 
40 feet below the street level. 

All foundation footings and the cellar 
floor will be waterproof, as the basement 
level is below high tide. The entire 
structure will be of reinforced concrete, 
the ''Mushroom'- or "Flat Slab" type of 
construction being used. 

The warehouse will be divided into 
three compartments by fire walls. Six 
elevators N\ill be installed, two in each 

Fire jjrotection throughout the building 
will be provided, inchuling a sprinkler 
system as well as hose standpij^es. Fire- 
proof stairways in convenient locations 
will furnish access to the various rooms 
and floors and exit in case of emergency. 



Tracks will be laid within the ware- 
house with a capacity of 16 cars, and the 
team tracks outside the house will have 
a capacity of 60 cars. All driveways will 
be paved and an electric gantry crane will 
be installed in the yard for handling 
heavy freight, every accommodation being 
provided to facilitate the economic and 
expeditious handling of traffic. 

Cars will be brought to the bulkhead 
on car floats by the Marginal Way and 
hauled to the warehouse by the com- 


Enginemen and firemen of the Baltimore 
and Ohio lines have been asked to use 
every effort to prevent locomotives at- 
tached to trains standing in passenger 
stations and at other places around termi- 
nals from ''popping off," as it is expressed 
in railroad parlance, or belching forth 
volumes of steam. The officials explain 
that frequently it happens that passengers 


pany's engine, which has been specially 
constructed for this purpose. 

The building will be lighted through- 
out by electricity, and telephone service 
will be installed on all floors. The win- 
dows will be of wired glass with metal 
frames and all doors will be fire-proof. 

The cost of this freight house will 
approximate $500,000, exclusive of the 

hurrying past a locomotive to board their 
train are startled by a sudden ''popping 
off" of a locomotive, and there is a 
possibility that persons might be fright- 
ened to such extent as to cause serious 
harm. A mother, for example, carrying 
an infant in her arms and looking after 
the safety of young children traveling 
with her, might be scared by a "popping" 
engine and drop the child; or a person 

riiK HAi/ii.Moin: and oiiio l..Ml•I,()^ i;s .\i aca/im- 


carrying a \alual)k' j)arrel might \)v sur- 
prised to the degree of dropi)iiig the 
package and breaking its contents. 

Aside from the i)rotection which this 
new rule affords to passengers, the rail- 
road company hopes to effect an economy 
in the use of fuel and energy. It is a 
well kno^^^l fact that the needless waste 
which results from engines blowing off 
steam tends to run u]) the charges of con- 
ducting transportation. Railroad em- 
ployes who handle their locomotive^s ac- 
cording to the most advanced methods of 
operation seldom permit tlie engines to 
''popp off." Officials state that it is 
possible to obtain the greatest efficiency 
from a locomotive without wasting a 
pound of steam. 


Tlic Haltimore and Ohicj Uaiiroa*! has 
awarded a contract for paving, concreting 
and waterproofing the Lee Street bridge, 
in South Baltimore, this being embraced 
in the elaborate program of grade cross- 
ing elimination which the company has 
under way there. In planning the im- 
])rovements the railroad entered into an 
arrangement with the city which involves 
the carrying of four streets over the rail- 
road tracks and removing the thorough- 
fares from a busy section of the Camden 
terminals. The city ordinance calls 
for the completion of one i)ridge eacli 



WHEN I was a bo}-, the coming of 
_, autumn did not bring the un- 
gj^^J alloyed delights that it does 
now. For with those mellow afternoons 
of vigorous play at football and the early 
morning search for chestnuts with m}- 
companions, came also the dut}' of keep- 
ing our lawn clear of fallen leaves. We 
lived in the shadows of great oaks, 
chestnuts, maples and beeches, so from 
early autumn until well into winter mine 
was no easy task. 

My own opinion and that of my parents 
(Hffered radically as to the practical and 
artistic advantages of a clean swept plot, 
and my excuses for avoiding the work 
must have been legion. One sticks in my 
memory with a persistence not unlike that 
of the bothersome leaves themselves in 
the grip of long, wet grass. I had a 

bo3'ish fancy that the time for green 
lawns, untarnished by other colors, 
passed with the spring and early summer, 
and that the raking of a stretch of turf 
covered with a carpet of multi-colored 
leaves was an actua desecration of 
nature's handiwork. My aversion for 
manual laljor was undoubtedly the germ 
of the fancy, but this did not keep me 
from offering the excuse whenever I was 
in a hurry to be off to play. 

Years have come with the green grass 
and gone with the fallen leaves since 
those haj)i\v times, and the aesthetic 
values of leafy shades woven into the 
fabric of an underlying green liave slum- 
bered ])ea('efuily in my memory. It was 
like waking from a j)leasant dream to its 
con.scious realization, therefore, when I 
read an article in a recent number of the 


The leaves, though thick, are falUng, one by one; 

Decayed, they drop from off their parent tree; 
Their work with autumn's latest day is done. 

Thou seest them borne upon the breezes free. 
They lie strewn here and there, their many dyes 

That yesterday so caught the passing eye; 

Soiled by the rain, each leaf neglected lies 

Upon the path where now thou hurriest by. 

Yet think thee not their beauteous tints less fair 
Than when they hung so gaily o'er thy head; 

But rather find thee eyes and look thee there 

Where now thy feet so heedless o'er them tread ; 

And thou shalt see, where wasting now they lie, 

The unseen hues of immortality. — Jones Very. 




Outlook, which confirmed my boyish 
contention that the place for fallen leaves 
is where Nature puts them, and not in 
huge unsighth' piles waiting for the torch, 
or already reduced to ugly smudges of 
black ashes. My authority comes from 
China — and where could one go for a 
true appreciation of color if not to the 
country of the mandarins, with its beau- 
tiful pottery, gorgeous screens and 
wondrous fabrics from the loom. In 
China, then, the following incident as 
told by Okakura Kakuzo, occurred: 

''Rikiu, the great tea merchant, was 
watching his son Shoan as he swept and 
watered the garden path. 'Not clean 
enough/ said Rikiu, when Shoan had fin- 

ished his task, and bade him try again. 
After aweary hour the son turned to Kikiu. 
'Father, there is nothing more to be done. 
The steps have been washed for the third 
time, the stone lanterns and the trees are 
well sprinkled with water, moss and 
lichens are shining with a fresh verdure; 
not a twig, not a leaf, have I left on the 
ground.' 'Young fool,' eluded the tea 
master, 'that is not the way a garden 
path should be swept.' Saying this 
Rikiu stepped into the garden, shook a 
tree, and scattered over the garden gold 
and crimson leaves, scraps of the brocade 
of autumn. What Rikiu demanded was 
not cleanliness alone, but the beautiful 
and natural also." 



THE superintendent of the County 
.^_ Infirmary at Macon, Missouri, 
^B^l told me one day that he had an 
old " bef o-the-w^ah " darkey out there who 
had a good story about a train wreck that 
happened on the North Missouri railroad 
in the days when "Bill" Anderson and 
his guerillas were making life a dread for 
the men of the rail. He was so insistent 
that the story was worth while, that one 
Sunday a few of us chartered a motor and 
drove out to the pauper's home. Pat Ruth- 
erford was the name of the aged historian. 
We found him out sunning himself on a 
bench, his head resting on his hands which 
clasped the handle of the cane he used. He 
arose and with courtly grace took off his 
old coonskin cap and bowed to the ladies, 
remaining standing until some one signi - 
fied for him to resume his seat. 

"The superintendent told us that you 
had seen quite an accident during the 
war. Uncle Pat, " I opened. "We thought 
you wouldn't mind telling us about it. " 

"To be sho— to be sho' Ah will," re- 
plied the old darkey genially. " Ah mem- 
bers it jist as well as if hit wus tomorrer. 
Hit were dreadful!" 

Freely translated, Uncle Pat's railroad 
yarn runs about like this: 

Pat and his good wife, then emanci- 
pated, were living in a log cabin near the 
railroad track north of Old Allen, now the 
Moberly division town. It was during 
the last year of the war. A month before, 
"Bill " Anderson's rough riders had troop- 
ed into Centralia, stopped a passenger 
train and butchered all the soldiers 
thereon, then turned and annihilated 
Major Johnson and three L'nion regiments 



which had gone to the rescue. -With Ander- 
son were Frank and Jesse James, George 
Todd, and some of the swiftest gun- 
fighters the world has ever known. 

The affair atCentraUa created a commo- 
tion all over the northern part of the state. 
Every town to the north of Centralia was 

while he watched. Along towards mid- 
night there was a glow far down the line. 
The express from St. Louis was coming, 
puffing, snorting and ringing the bell. 
Then it began emitting what sounded like 
agonizing shrieks. Pat said he felt his 
kinky hair begin to uncurl and stand up. 


dreading attentions from Anderson's 
bloodthirsty crew. In Macon there was 
almost a panic; many citizens left the 
place with their valuables. Even Uncle 
Pat and his little family heard of these 
things, and were considerably worried. 
The passage of every train disturbed 
them, they fearing it might be ditched at 
their doors by the guerillas. 

One night, when there was a rumor that 
Anderson was coming, Pat made his wife 
and the pickininnies hide out in the woods 

Still the train came on, ''jist a bihn'!' 
Some dark objects appeared in front, 
standing out in the weird glow of the 
headlight. Louder and louder came the 
shrieks, there was a mix up in front, a 
terrible crash and the train shot by, "lak 
a big one-eyed demon." 

Pat waited until the cars had passed. 
Then he heard a ''long wheezing groan," 
as he described it, "sl rattle of teeth and 
all was quiet as death." Not for the 
world would he have investigated the 



tragedy — not till tho sun caiiK^ up and \w 
had somebody to go alon^ with him. lie 
rushed into the woods and nunained with 
his little brood until da3'light eaine on 
clear and strong. Then they walked 
down the traek. Over to one side, near 
the right-oMvay fence, was a large 
Missouri mule, quite dead. 

The women folks laughed. I'lU'lc Pat. 
regarded them with pained sui-j)rise. lie 
didn't see were the joke was. So one of 
the girls managed to straighten her face a 
hit, while she apologized. "Excuse me 
for laughing, Uncle Pat. But what was 
so dreadful about that story?" 

"Hit war my mule," he explained. 


REV. HERBERT A. JUMP. Pastor. Oakland. California 

First — I will never patronize an entertainment that brutalizes man or shames 

a woman. 
Second — I will always do some part of my playing in the open air. 
Third — I will not be merely a lazy spectator of sport ; I will taste for myself 

its zest and thrill. 
Fourth — I will avoid over-amusement as I pray that I may be saved from 

Fifth — I will choose the amusements that my wife can share. 
Sixth — I will not spend Sunday in caring for my bodily pleasure so much that 

I forget my soul and its relation to God's kingdom. 
Seventh — I will never spend on pleasure money that belongs to other aspects 

of my life. 
Eighth — I will remember to enjoy a boy's sports again when my boy needs 

me as a chum.. 
Ninth — I will recollect that play should be for the sake of my mind as well as 

for my body; hence I shall not shun those forms of entertainment that 

deal with ideas. 
Tenth— I will never let play serve as the end of existence, but always it shall 

be used to make me a better workman and a richer soul. 

— Tin Sum!/ 

Question Box 


Rate clerk H. C. Vaughn of the freight 
department at Braddock, Pa., recently 
asked for some information through the 
Question Box. His letter is not pub- 
lished verbatim, but his questions as sub- 
mitted, with answers, are given in the 
following letter from H. C. Smith, freight 
tariff agent: 

Dear Sir: — 

I herewith return letter from rate clerk 
Vaughn of the freight department, Brad- 
dock, Pa., October 20th, and beg to advise 
in regard to his inquiries regarding rout- 
ing regulations appearing in Baltimore & 
Ohio tariffs as follows: 

First — He asks what are the principal 
causes regarded as exigent? 

Answer — Washouts, blockades or other 
physical disabilities; also carriers' 
(agents') errors in routing. 

Second — If a shipment is received from 
a foreign line routed via a route re- 
stricted by tariff, but over lines which are 
parties to the tariff and shipment reaches 


destination before error is discovered, 
would this cause be regarded as exi- 
gency of carriers, providing shipper did 
not specify intermediate lines? 

Answer — The routing regulations ap- 
pearing in Baltimore & Ohio tariffs are 
not applicable on shipments from foreign 
roads unless such foreign road is shown 
in the Baltimore & Ohio tariff as an initial 
carrier and its rates published by the 
Baltimore & Ohio under authority of 
such initial line. A shipment from a 
foreign road must be governed by the 
routing regulations, if any, appearing in 
the foreign road's tariff originating the 
traffic and publishing the through rate. 
Assuming, however, that the foreign 
road's tariff in this instance carries such 
a routing regulation as that published in 
Baltimore & Ohio tariffs, the clause would 
require the protection of through rate via 
the route shipment traveled. 

Third — If shipper did specify the inter- 
mediate lines, is the railroad company 
bound to protect the through rate via the 



route providetl for in the tiirilT, and via 
which shipment did not move? 

A?iswcr — No. On the contrary the car- 
rier is obhgated to assess the lawful 
charges via the route designated by 
shipper and which was used. 

In this connection it may be stated, as 
a matter of information, that question 
having previously arisen as to whether 
the words ''Exigencies of carriers," as 
appearing in our routing clause, would 
cover shipments misrouted through error 

by agents, in order to oln'iate any possi- 
ble chance of misunderstanding, the clause 
has been revised, and the following is 
being substituted for the former in all 
tariffs as reissued or amended: 

"Routing when specified herein is that 
ordinarily and customarily lo i)e used. U 
from an}' cause arising from the exi- 
gencies or errors of carriers ])r()perty is sent 
via otherjunctionpointsorroutes, but over 
the lines of carriers parties to the tariff, the 
through rates named herein will apply. " 



ONE of our Baltimore boys who is a 
lover of outdoor life, in telling 
of a little incident which hap- 
pened to him last summer, says: ''I was 
spending my vacation on one of our tide 
water streams down South, and one day 
with a companion took a canoe and pad- 
dled along to find a good fishing ground. 

''Knowing the instinct of the native 
for locating the right spot, we stopped 
opposite an old darkey, who, clad in sim- 
ple jumper and jeans, was contentedly 

"The sport was pretty poor, however, 
and we spent more time fanning mosqui- 
toes than in drowning worms, and 
noticing that the pests did not seem to 
bother the negro, we called over to him, 
"'Uncle Joe, mosquitoes biting you over 

"'No sah, taint nary one ovah heah'. 

" 'Not one'? I inciuired. 

'"No sah', replied the black. And 
more in the sjiirit of ))anter than with any 
thought that he might take up my chal- 
lenge, I said, 

" 'Well, there are lots of them over here 
and if you will come over, strip, and lie 
down without moving for half an hour. 


give you a dollar 

"*Comin right ovah, boss,' he retorted, 
and getting into his dug out and i)addling 
across, he was soon doing time in accor- 
dance with the conditions of the offer. 

"Twenty minutes passed and the poor 
fellow was literally covt^red with mosqui- 
toes. But he gave no evidence of dis- 
comfort, and looked like an winner, 
until my comj^anion hit upon a scheme 
to test his tenacity still further. 

"Reaching into his tackle basket, he 
pulled out a big convex glass lens which 



had formerly been a part of a bicycle lamp, 
and holding it in line with the rays of the 
sun, drew a bead on the negro's leg. 

''He twitched violently from side to 
side in trying to change the spot, but the 
glass had gotten in its deadly work, and 
finally he cried, 

'''Say, boss, If you'll just shoo that 
hornet off my leg, I'll lay heah an hoah 
foh dat dollar. ' 

"He won the money." 


Have you ever noticed in your every 
day life the innumerable little things 
which indicate the common father- 
hood and the universal brotherhood of 
us all ? 

We were one of over five thousand 
people on ah excursion boat not long ago, 
sailing up the majestic Hudson. Dur- 
ing the day half a dozen palatial private 
yachts passed us, most of them flying the 
blue flag which means "owner aboard". 
Did they skim by without a word of 
greeting? Not at all. Invariably they 
returned our salutes, and from every part 
of them, from crew, officers and guests 
alike, greetings were waved across the 

Most of us have gone to concerts where 
several wonderful singers have been an- 
nounced to sing, and where the head- 
liner is saved for the last number in the 
first part of the program. The first sing- 
er has a beautiful voice, and you wonder 

if any song could please you more than 
her selections. And when the second 
soloist has concluded you ask yourself if 
his number could possibly be sung with 
greater inspiration and power. But your 
expectations continue to increase, as the 
program reaches the name of the world 
renowned artist whose number has been 
given the place of honor. There is a sub- 
dued flutter of excitement in the brief 
intermission preceding his appearance, 
and a hearty salvo of applause as he 
appears on the stage. Even the orches- 
tra pays its tribute by rising as the great 
singer comes into view. 

But something has gone wrong; surely 
the orchestra must be at fault, for this is 
the world's greatest basso of whom we 
have heard so much. But no, it is not 
the orchestra, the soloist himself is off the 
pitch, and is laboring frantically to key 
his voice up to proper tone. But it is in 
vain. He struggles manfully and well to 
cover the vocal defects with his superb 
dramatic art, and after a magnificent 
chmax at the end of the piece, which lacks 
only the expected perfect tone, retires. 

Is the audience disappointed? Un- 
questionably! And did they show it? 
Yes, spontaneous enthusiasm is plainly 
lacking in their response ; it is only human 
nature for the crowd to betray its inner- 
most feelings. But it applauds bravely, 
and pays loyal tribute to the idol from 
whom it had expected so much. They 
have taken the effort for the deed. 


In the September Duml)er of the Balti- 
more c\: Ohio Employes Magazine an an- 
nouncement was made that a prize of 
S25.00 would be given for the best'essa}' 
on the subject "How Should a Ticket 
Agent Handle an Undecided Inquiring 
( aller?" No other notice concerning the 
contest was given to the ticket agents on 
the line. 

In naming the prize winner. Mr. 0. P. 
McCarty, passenger traffic manager, 
makes this announcement : 

"The contest was open to all ticket 
agents and ticket clerks on the Baltimore 
& Ohio System, and a limited period of 
two weeks after the receipt of the maga- 
zine was given them in which to prepare 
their essays. It is gratifying to state that 
thirty contributions were received within 
the alloted time. 

"The contest was suggested by Mr. 
George F. Randolph, first vice-president 
in charge of traffic. Mr. Oscar G. Murray, 

chairman of the Board of Directors, 
kindly agreed to act as judge, read all of 
the essays and select the prize winner. 

"Each essay was typewritten from the 
original copy and given to Mr. Murray 
without the author's signature or location. 
In this manner each essay was carefully 
read, and judged solely on its merit. 

^'The thirty essay's submitted contained 
many excellent suggestions and besides 
the prize winning effort there were two 
particularly deserving of honorable men- 
tion. These, together with one other of 
special merit, -will be published with the 
names of the authors, one in each of the 
D(H*ember, January and February issues 
of the ICmployes Magazine. 

"I take great pleasure in announcing 
that the prize is awardiMl t) Mr. Elias 
Bernstein, ticket agent of the Staten 
Island R. R., Pleasant Plains, X. V.. and 
voucher for S:25.nO has becMi authori :('<! in 
his favor." 


A ticket agent is a salesman in the reasoning to l)e us<'d nnist l)e deternniicil 
broad sense of the word. Salesmanship by the proposition the salesman is hand- 
may be defined as the science and art of ling and the character of tlic i)uyer. 
influencing the mind through the senses. Whether it l)e on the road with a line of 
The stvle of ar";ument and the kind of merchandise or l)ehind the ticket counter, 



the salesman must have at his command 
a thorough knowledge of his business and 
an understanding of human nature. 

When you stop to think of it, it is a 
great art to handle a man in such a way 
as to win both his trade and his friend- 
ship. A living man is the most complex 
piece of machinery in the world. Com- 
pared to him, a locomotive is a play toy. 

(see page 41) 

The slightest blunder may cause him to 
work badly or to break down; yet there 
are no printed directions attached to him. 
All we can do is to watch his eyes and do 
our best. 

Now let us suppose a case where an un- 
decided caller steps up to the ticket win- 
dow for information. He wants to know 
what advantages our road has over an- 
other which also runs to his destination. 
The agent has before him a prospective 
customer. His aim should be to con- 
vince that person and get his patronage. 
To do this certain golden rules must be 

closely adhered to. The first greeting 
from the agent must be a sunny smile. 
He must listen attentively and study the 
brand of information desired. Since first 
impressions are very lasting, the com- 
pany's servant must have at his fingers* 
tips facts and figures. It must also be 
kept in mind that it is easier to win a 
man through his eyes than his ears. Di- 
agrams and maps are very helpful and 
speak for themselves. Lastly you can 
never win a man by talking at him; you 
must talk with him. 

Psychology plays a prominent part in 
dealing with a doubtful individual. Say 
something pleasing to him and be cordial. 
If he is a business man he will respect 
your judgment, if you tell him that the 
town is moving his way, or that you note 
the marked increase in his business. Then 
come to the point and answer his ques- 
tions in a clear, matter-of-fact business- 
like way. It strengthens the arguments 
and shows self-confidence in the asser- 
tions made. Remark casually as you go 
along that some particular portion of the 
road-bed has lately been ballasted and 
that a new block system now protects it; 
mention the "Safety First" movement; it 
is a fine topic for conversation; explain 
that all the trains running to his objective 
point have fine observation platforms and 
that one riding outside can keep his linen 
clean. These arguments, which tend to 
insure safety and comfort, outweigh the 
competitors' claim for speed and even a 
shorter route. 

Secure that man's business even if it is 
small : 

''Little drops of water, 
Little grains of sand, 
Make the mighty ocean 
And the mighty land.'* 

The company will give him satisfaction. 
A satisfied patron is an advertisement. It 
will create new travel and bring results. 



When we first learned on Saturday, 
November 1, that Ehas Bernstein had won 
the prize contest for ticket sellers, we wired 
him for his photograph. The prompt 
receipt of same at twelve o'clock noon of 
the day following shows one characteristic 
of ]\Ir. Bernstein which undoubtedly con- 
tributed towards his success, namely, he 
is right ''on the job" at all times. 

With ^Ir. Bernstein's photograph came 
an explanatory letter which reveals the 
young man's resolute and persevering 
character. It is a i)leasure to print this 
letter, and we commend it to the careful 
attention of all our readers, 


Pleasant Phiins, X. Y. 

Xovember 2d, 1913. 

Editor Baltimore & Ohio Employes 

Baltimore, Md. 
Dear Sir: 

Herewith are several photographs of 
myself from which you can select a 
suitable one. 

Perhaps the cap and gcnvn picture 
requires a little exj)lanation. It is my 
graduation picture, taken in June of this 
year. I studied law by day and worked 
as agent at night. Graduated from New 
York Law School with degree of Bachelor 
of Laws with honor. I have been with 
Company eleven years, starting as mes- 
senger ])oy and working my way up to 
telegraph operator and ticket agent. 
Was clerk to division operator, from 
which office I took a transfer to an after- 
noon agent's position so that I could 
attend high school. After graduating 
from high school, I went to college in 
New York City. 

I expect to take the State Bar exami- 
nation this coming June and be admitted 
to practice. 

At present I spend several hours each 
day in Mr. W. J. Kenney's office, the 
Baltimore tfe Ohio's local attorney, so 
that I may acquire experience. 

\'ery truly yours, 

Elias Bernstein. 

**Let nothing HINDER you from winning the prize you want 

to win."— .V. C. R. Wcckhj. 

**Ideas and Hard Work are the Key to all Success.*' 



H" ACOB BILZ, city light tender of 
_ Wheeling, W. Va., and known to 
wv>J hundreds of Wheeling people as 
'^Jake Beans," met a hero's death at 10 
o'clock Saturday morning, October 18th, 
when he sacrificed his own life to save Rob- 
ert Rudisle, Jr., aged 5, from the pathway 
of Baltimore & Ohio train No. 706, known 
as the "Ohio Valley Express," due in 
Wheeling at 10.05 enroute from Pittsburgh 
to Kenova. The tragedy occurred at the 
sharp curve near Eleventh and Baltimore 
Streets, inEast Wheeling. The Rudisle lad, 
son of Robert Rudisle, Sr., produce dealer 
of 1204 McColloch Street, was sitting on 
the track as the train rounded the curve 
less than 100 feet distant. Bilz, who 
was tending an arc light fifty feet 
away, noted the approach of the train 
and the boy's perilous plight. His shout 
of warning failing to apprise the lad 
of his danger, Bilz rushed out before 
the train and swept the boy off the 
track and over the embankment at the 
right side of the right-of-way. The heroic 
act saved the life of the lad but it brought 
almost instant death to Bilz. Before 
he could take the one step that would 
have placed him out of danger the pilot 


of the engine struck him and he was hurled 
twenty feet to the left of the track, alight- 
ing on his right side on a spur of the West 
Virginia Traction & Electric System. 
The train was brought to a stop some 
yards beyond and members of the crew 
and horrified spectators rushed to the 
limp form of the humble hero. 

He was still conscious, though it was 
apparent that death was near. He must 
have realized it but his own suffering 
seemed not to concern him. His first 
thought was for the boy. ''Is the little 
fellow all right? " were the faint, yet eager 
words that met those first to reach him. 
''Thank God!" he reverently murmured 
as they assured him of the lad's safety. 
"Its all right then," he gasped. Then 
raising his head he beckoned to engineer 
Conley and others of the crew. "It 
wasn't your fault boys," he whispered, 
extending his right hand. ''You're not to 
blame. You had better go ahead. 
You're late. I'm all right and you can 
do nothing here. " Weakly he shook hands 
with each member of the crew. Then he 
dropped back and slowly sank into the 
sleep of death. To the last his thoughts 
were of others. His own plight did not 

THE BALTIMOlil-: AM) OHIO I;M1'LOM;s M AC azi.\i<; 


stuMii to coiu'crii him in iUv \vnM. It was 
heroism wortliy of the noblest of history's 

His funeral is said to have been the 
hirgcst ever held in Wheeling;. The 
schools were closed, tla<i;s were flown at 
half mast, escorts from th(^ city fire and 
})olic(^ departments accompanied tlu^ 
funeral cortege and hundreds of floral 
])ieces from peo])le in all walks and con- 

ditions of life bore ehxpient testimony 
the tremendous impression crj-ated I 
his unselfish heroism. 

\\ hat leafy ^arlan<l.s can Mich bravery lioiior; 

What words from us who arc of baser clay; 
hKulc(iuatc the people's lament atioiis, 

'I'lie mourniii<r [bi«!;s and childret), and the b; 
Unless this n()l)le deed in life inspires us. 

To follow where he blazed th' unselfish w;i 
And deathless make for coming generations, 

The fTJory he created in a day. 


Mr. Baumgartner's story of the heroism 
of Jacob Bilz was printed in many news- 
l)apers. It ran in the St Louis Post 
Dispatch of October 29, as the leading 
editorial, in the conclusion of which 
Mr. Baumgartner says: 

"The injured man exonerated the engi- 
neer and the railroad, but sacrifices of 
this kind are sometimes required to 
demonstrate the importance of educa- 
tional movements which have for their 
ends the conservation of human life 
or the betterment of humanity. Had the 
boy been taught in his home, in school 
or in Sunday school, something of the 
serious danger of playing al)out rail- 
road tracks, Jacob Bilz's name would not 
have been added to the long list of per- 
sons killed each year on the American 
railroads while trespassing, nor would hv 
have \)vvn callcMl u])()n to lay down his life 
in impressing u])on the minds of his towns- 
folk th(> imminent dangcn* of this i)ractice. 

"Railroad officials for years have been 
actively engaged in carrying their educa- 
tional campaigns against trespassing to 
th(^ very homes of the i)(Hj])le, and to the 
children at school, ])ointing out tlu^ fact 
that the number of children who are 

killed annually while ])laying about the 
railroad tracks would fill a good-sized 
cemetery or populate a city. 

"Commenting upon the number of 
fatalities to trespassers on railroad ])rop- 
erty, J. W. Coon, chairman of the Clen- 
eral Safety Committee of the Balti- 
more & Ohio — Cincinnati, Hamilton A: 
Dayton System, who has made a study 
of the question, states that 75 ])er cent, of 
the persons, exclusive of railroad em- 
ployes, who meet their death on railroad 
tracks are a good class of American 
citizens — like Jacob Bilz an<l Kobert 
Rudisle — and not tram])s. 

"Analyzing the accidents to trespassers, 
Mr. Coon said r(M*ently: 

"'Last year ooOO trespassers W(Te killed 
on the railroads of the United States, or 
15 (^ach day. Hiis has attracted com- 
paratively little attention from the av- 
erage ])erson, who would say 'mostly 
tram])s,' but let us stop and consider this 
further. One railroad tinalyzed the cir- 
cumstance's of each ])erson's death on its 
lines for a considerable period, and I feel 
that the result on that road would be a 
fair average for the others. It was found 
that over 75 ])er cent of all killed or 



injured were not tramps or 'hoboes,' but 
tradesmen, wage earners and citizens 
living in the vicinity of where the injuries 
occur. Many were women and school 
children of tender age. 

'' 'I could cite dozens of cases. Prac- 
tically nothing is being done to prevent 
them. On the Baltimore & Ohio last 

year 273 trespassers were killed and 197 
injured. Seventy-five per cent were good 
citizens, some temporarily out of work 
and going from one town to another 
seeking employment. Some were riding 
freight trains to save paying railroad fare. 
Many were women and children walking 
on the track.'" 



An orderly officer going his rounds at 
dinner time at a territorial camp, asking 
the usual question, ''Any complaints, 
men?" received a complaint from one 
mess who were having soup. 

"Well, what is the matter with it?" 
inquired the officer. 

"Why, there's no end of sand and grit 
in it, " replied the mess orderly. 

"Now, look here," said the officer, 
"did you come to camp to grumble or 
serve your country?" 

"Well, I did come to serve my country, 
sir,butnot to eat it. " — London ' T id Bits. ^' 

The man with just enough money to 
buy a circus ticket never worries about 
the day after the circus. — Credit Lost. 

"I saw my boyhood chum today, the 
one that has become a miUionaire. " 

"Did he recognize you?" 

"I guess so, he turned a corner when 
he saw me coming. " — Houston Post. 


I know the tango and the tur- 


key trot, but what's the St. Vitus? 

Doyle — It's the one you do with 
trained nurse. — Judge. 


The train stopped at a small station 
and the impatient traveler stuck his 
head out of a window to investigate the 

"Hey!" he called to an idler on the 
platform. "What's the blooming train 
stopped for now?" 

"Why, consarn ye," retorted the native 
indignantly, "this is Boostburg!" 

"So I see," said the traveler, glancing 
at the signboard; "but that isn't answer- 
ing my question." — Judge. 


"Wife explored my pockets last night. " 
"What did she find?" 
"Material for a lecture. " — Judge. 

To Engineers Handling Passenger Trains, and 
Others Connected with that Service 

TO INCREASE its rapidly enhancing reputation as a passenger line and to become 
* more attractive to its patrons, the Baltimore & Ohio Railroad in recent years has 
spent large sums of money in the betterment of its track and for the purchase of fine 
passenger equipment and more powerful locomotives. 

The full benefit from these expenditures will not be derived unless the individual 
locomotive engineer so handles his train as to make the passenger's trip agreeable and 

The successful engineer requires more than ability to start and stop trains and 
maintain speed. It is believed that Baltimore & Ohio engineers are the equals of engi- 
neers on other lines, and are interested in its success and reputation and anxious for 
the very best results. 

A passenger engineer is usually of long experience and good judgment, and well 
qualified for the work assigned. His first duty is to see that his engine is in proper 
condition and fully prepared and equipped for its work. He should be ready to start on 
the exact schedule. Frequently the engineer is not looking for the starting signal and 
time is thereby lost. He should be ready before signal is given. 

Much depends upon the way in which a train is started and stopped. If provided 
with an engine of sufficient power, a train can ordinarily be started and stopped so easily 
that passengers will feel no perceptible shock, and their knowledge that train is under 
way or standing still will be gained by sight, rather than feeling. This is the perfect 
standard that every engineer should strive to attain. 

The engineer who makes required time at minimum speed excels as a runner. To 
do this he must get train quickly in motion after a stop, maintain required speed and 
reduce engine delays at stations to the lowest limit. The engineer should know the 
characteristics of the road over which he runs, and regulate speed to suit conditions. 
Engineers should know how fast to run at uniform speed to make time required. The 
practice of running slowly up grade and fast down grade is wrong, and causes criticism 
from passengers. 

While desirable that uniform speed be maintained, there are times and places when 
speed may properly be reduced, as during and after storms, in foggy weather, around 
curves and at obscure places. In all cases the engineer should give first and constant 
consideration to the safety and comfort of passengers, and next to punctuality. 

While not so important as matters previously mentioned, two things can be done by 
engineers which will add both to the comfort of passengers and public, and result in econo- 
my, namely, the reduction of black smoke and the blowing off of steam at pop valves. With 
reasonable effort it should be possible to prevent three-fourths of the black smoke ordi- 
narily made by engines using bituminous coal. An engine should not be permitted to 
blow off steam at pop valves, particularly at stations. It is wasteful and annoying, and 
frequently frightens animals, causing accidents. It is possible to prevent entirely this 
waste of fuel and steam by proper handling and cooperation of engineer and fireman. 

The impossible is not expected from men in charge of locomotives, and full consider- 
ation is given to the conditions under which they work, but unless the highest attainable 
standard is maintained, the things which the public and patrons of the Company have a 
right to expect will not be accomplished. 

Much has been done in the past two years in the better handling of passenger trains, 
which is encouraging and shows the interest taken by the engineers and others connected 
with train service. Greater results can be obtained and with the continued interest of 
the men will be obtained. 





THE financial office of the Baltimore 
, and Ohio Railroad is located at 
^^M] No. 2 Wall Street, in the heart 
of the financial district of New York, 
the money capital of the country. Its 
windows look out upon old Trinity 
Church, the chimes of which are in 
solemn and pleasing contrast to the 


rush and roar of the busy streets below. 
Often as they toll the hours they re- 
mind us that we are one step nearer 
the City of Eternal Sleep, an infini- 


tesimal portion of which, with its time- 
worn and curious slabs, lies in the 
shadow of the church. 

The office is in charge of E. M. 
Devereux, Assistant Treasurer and Trans- 
fer Agent, with R. B. Luckey, Assistant 
Transfer Agent. Through this office 
the Company distributes its semi-annual 
dividends to its eleven thousand odd 
shareholders, and disburses the interest 
upon its various issues of bonds. These 
disbursements aggregate many millions 
of dollars a year, and a layman can 
hardly properly appreciate the enormous 
labor, perfect system and rigid accuracy 
entailed in the administration of the 
accounts which of necessity must balance 
to the penny at the close of business each 
day. Here are kept the books in which 
are recorded the names and addresses of 
the shareholders of the Company, and 
the number of shares held by each. 
These shares total 2,127,500, Common 
and Preferred, the par value of which 
is $212,750,000. Here also the Com- 
pany's bonds are registered, this process 
vitiating the feature which makes them 
''pass by delivery," and making them 
payable to or collectible only by the 
individual, institution or corporation 
in whose name they are registered. In 
the majority of cases this is effected by 
the issue of a new certificate containing 
the latter provision. Mr. Devereux is 
also the Registrar of the Company's 

TiiK i^vi/n.MoKK AXi) OHIO l;^II'Lo^ IS macazixi-: 


\\'hil(^ it is true that ilwvv is l)iit small in this ofhcc the consccjucnocs would 
chance of injury to life or Hml) in this i)r()l)al)ly not he fatal. But they nii^ht 
branch of tlu^ scTvice, nowhere aniont;- prove very serious and cxtrcinclv difli- 


From left to right: A. G. Haxauer; W. F. Kitchens, Secretary to 4th Vice-President and Treasurer; R. B. Lucket, 

Assistant Transfer Agent; VV. L. Smith; E. M. Devereux, Assistant Treasurer and Transfer Agent; 

Miss Alice Hare, Telephone Operator, and J. C. Muhlbach, Telegraph Operator 

the vast army of the Company's em- euh to correct. It is better to stay 

ployes is the ''Safety First" signal more right than to get right. 

rigidly obeyed. Should an error occur W. F. PIitchens. 





Robert M. Van Sant, Editor 
Herbert D. Stitt, Staff Artist 
George B. Lxjcket, Staff Photographer 


Many philosophers have told us the 
secret of success or failure. ''Lack of 
ambition/' says one; ''carelessness," says 
another; "egotism," says a third; and so 
on through the catalogue of human weak- 
nesses. But have you ever looked about 
you to see for yourself why men fail or 
succeed? It is a helpful mental exercise, 
provided only you do not forget yourself 
in making the examination. You know 
"Number One" so much better than any 
one else does, that it is a good plan to start 
with an analysis of your own case. 

Not long ago in an executive office of a 
large corporation, a hurried conference 
was held between chief clerks, secre- 
taries and stenographers, as to who in 
that particular office i\rould be able to 
take down in shorthand and transcribe a 
very important speech to be deliy§red 
within the following week. . Each ma'n 
who was asked to take the responsibility 
declined, and it seems that not a siiigle 
person in the whole organization dared ,- 
to attempt the confessedly difficult task: | 
So it was given to an outsider, wfib"' 
handled it creditably. But good report 
has it that any one of the half dozen 

fellows who were asked and who de- 
clined, could have done the work equally 
well, had they not been dismayed by the 
fear of possible failure. 

What an opportunity for some sensible 
individual to step into the breach and 
make a name for himself — not with 
foolish confidence in his own ability, but 
with a determination to utilize whatever 
ability he had to the fullest possible 
extent! The very fact that all of them 
were asked to do it indicates that their 
chief believed they could. What greater 
incentive could a man ask! Yet six men 
failed individually to seize and make the 
most of the offer because they were 
unwilling to accept responsibility. 

That particular instance of failure to 
accept responsibility was plainly due to 
fear. It is often er due to a smug com- 
placency that we are handling our 
present work satisfactorily and the feeling 
that if we attempt some^thing a little 
more difficult, we will not get along so 
smoothly and will disappoint our business 
superiors. Foolish worry — for we can 
always fall back into our former rut. 

Don't let the microbe "let well enough 
alone" get into your system. It is the 
microbe of failure. " Nothing attempted, 
nothing done" is a much better maxim 
for us to follow. It is the germ of suc- 
cess. The spirit of the former is re- 
sponsible for the oblivion into which 
millions pass every year. The spirit of 
the latter is the spirit of creation itself; 
the spirit of the investigator, the dis- 
coverer, and the conqueror, the spirit 
which has made history, progress and 
civilization, and has given us names like 
Caesar, Galileo and Columbus. 

Seize responsibility when it is offered 
to you — refuse it only when your failure 
to measure Up to it would involve the loss 
of^-Kuman life or of some great under- 
ta'kihg. Reach out for it whenever it 



comes within your grasp. If you fail, 
soon enough the world will take it away 
from you. Examples in al)unclance will 
prove this if you will only look around. 
See for yourself how other men succeed 
and fail by this rule. And don't forget 
toMvatch "Number One." 

Meanwhile the workers are j)ulling and 
pushing, and the world is going up the 
hill. I^ut did you ever see a c.jmi)lainer 
or a knocker who was helping? — From the 
March 29th Outlook, reprinted with their 


Eugene Bernard Smith 

The car was on an up grade. Most of 
the passengers had gotten out and were 
pushing. ^lany, with their coats off, 
were toiling and sweating bravely. And 
slowly but surely they were getting 
ahead. Some, however, remained in the 
car. Part of them said there was no use 
pushing, since the hill was so steep they 
could never get up, an}"^vay. Others said 
they would help when all those pretend- 
ing to push were really pushing as they 
ought to. But the toilers toiled on, 
pushing the car and those in it con- 
stantly up the hill. The world is on an 
up grade. Most of her passengers are 
pushing faithfully, and every year finds 
her steadily going forward and upward. 
The pessimists, however, and the catiIcs 
remain seated in the car. The former 
say that the problems are so hopeless, 
and human greed so intrenched, that we 
are already beaten. The latter say that 
when the Church and those who profess 
to be trying to do right begin to prac- 
tice what they preach, when the ''Ini^o- 
crites" are eliminated, they will help. 


Within the past month several requests 
have been received from as many divi- 
sions, requesting a larger allotment of 
magazines. On the other hand, we are 
advised that the allotment to certain 
divisions is in excess of the actual num- 
ber required. 

It is the Company's wish to give a coi)y 
of each issue to every employe of the 
road who wishes it. In order to know 
the number of magazines we will have 
to print, therefore, it is desired that every 
person having charge of the distribution 
on his division advise us in detail the 
exact number he requires. Please do 
this as soon as vou convonicntlv can. 


Any employe of the Baltimore & Ohio 
Railroad Company who wishes to buy, 
sell, or exchange property of any descrip- 
tion or do any ail vert ising whatsoever 
in the Employes Magazine, would do well 
to consult the editor. 


Ar^ii^^^cij^.^ \, ' 

"^irtaL^tj^'^y (3i ■^' 

cA^jtU**^''* ■ 




Illinois $10,686 



$ 9,418 



Shops and 



nanee of 


* 385 

* 14 ,4 05 








New Castle. . 
Philadelphia . 

* Indicates that these divisions did not have a 
single case of personal injury in the class of service 


We will show, each month, on the 
"hammer" test, the four divisions mak- 
ing the best showing in injuries, based 
on wages paid, divided as between acci- 
dents occurring "In and around trains 
and yards," "In and around shops and 
engine-houses," "Maintenance-of-Way" 
and "Total." Heretofore, we have 
been figuring the standing of each di- 
vision on the number of employes, but, 
in many ways this is unfair; for instance, 
if work is slack practically the full num- 
ber of names appears on the rolls but 
the amount drawn is less; therefore, it 
is evidently fairer to show the wages 
earned per injury; then, if business falls 
off the wages will do the same, and the 
liability of injury is correspondingly 
decreased. It is understood that the 
amount of wage indicated is representa- 
tive of one injury. 



In and Y^^\ 

x^. . . ArniinH Around Mainte- 
Divisions Trlin^nd Shops and nance of Total 

Yards Engine- Way 

Philadelphia. $2,515.30 $ 1,121.28 $16,041.50 $ 2,415.90 

Baltimore... 3,103.71 1,542.77 5.087.85 2,784.13 

Cumberland.. 3,177.92 1,220.56 3,263.60 2,087.31 

Shenandoah. *7,411.50 *385.05 1,044.14 2,993.88 

Monongah... 5,250.27 1,875.22 9,464.85 3,674.87 

Wheeling.... 7,187.02 2,168.29 5,259.51 4,394.20 

Ohio River.. 3,242.89 3,218.75 6,179.45 3,561.13 

Cleveland.... 5,118.24 1,896.61 5,103.60 3,369.42 

Newark 2,549.67 2,883.99 5,541.23 3,003.11 

Connellsville. 10,104.35 4,980.66 20,281.68 9,629.01 

Pittsburgh... 5,187.31 2.333.58 22,331.58 4,261.63 

Newcastle.. 2,792.36 2,140.43 16,683.72 3,246.09 

Chicago 4,054.82 1,399.83 15,183.02 2.681.16 

Ohio 4,586.63 1,908.78 9,139.80 3,604.87 

Indiana 8,277.43 4,368.94 6,292.16 6,483.67 

Illinois 9,418.25 65,969.45 3,694.60 10,686.38 

Toledo 7,329.67 6,147.57 7,457.46 6,915.52 

Wellston 5,559.18 13,518.20*14,405.45 8.650.30 

Indianapolis.. 8,102.10 17,254.60 3,637.02 7,394.98 

B.&O.C. T. 3,671.45 4,340.14 3,366.89 3,680.48 

Average 4,248.53 2.245.67 6,490.33 3,621.33 

• Indicates no accidents. 

Mr. J. W. Coon, 

Chairman General Safety Committee. 
Dear Sir: 

Is it possible for me to get another Safety 
First Button? Some one relieved me of mine 
while ray coat was hanging in the switch box 
one dinner hour. I feel lonesome without it. 
Many a time I have been going to do something 
on the border line of "Safety" and happened to 
glance down to see Mr. Safety First looking 
right at me. I have stopped and thought the 
matter over time and again, and have always 
found that what I intended doing was not living 
up to our motto of Safety First. As long as I 
am with the good old Baltimore and Ohio, I 
want to be a Safety man First, Last and AH 

the Time. 

Respectfully Yours, 

H. E. Seachrist, 

Yard Conductor, 

Pittsburgh, Pa. 



^^e^ci^tA^Lv r^iEi^ia^^ 1v>,oi^l. 


On thr night of October 20th a 
severe rainstorm accompanied by south- 
west gales prevailed in New York 
harbor. At half past five o'clock, 
ca])tain A. Matuch, of tug ''George F. 
Kandol])h," departed from Pipr 22, 
North River, with float No. 161 on a 
six mile journ(\v to St. George, Staten 

gust of wind of unusual xclocity swept 
down upon the tow and caused tlie 
float to roll so heavil\' in the rough seas 
that the lines parted, and for a lime 
it looked as if the tug would lose its 
tow, for the tug, too, had sulfered. 
Captain ]\Iatuch, undaunted, steered 
straight for the float, stead i('(l it up 
and endeavored to reach tlic .Icrsev 

BAI/riMOHi; cV: OHIO VUAi So. 

AT Tui: rooT OF Ki:cToK ST . Noirrn ki\i:h. \. v 

Island, where the various cars are 
assembled into trains. This float 
carried a cargo valued at 850,000. The 
trip down the North River was free 
from danger, but, when crossing tlic 
broad expanse of the upper bay, a sudden 

shore. In the meantime, night dis- 
patcher Francisco, anticipating p()ssil)le 
trouble, sent the tug "Hugh L. Bond, 
.Jr.," ca])tain Ghas. II. Kearney com- 
manding, up the bay to render assis- 
tance to sucli floats as might be on the 



way down from New York to St. George. 
The ''Bond" reached the "Randolph" 
and her tow at a point near Liberty 
Island. By this time the fury of 
the gale had increased to such an 
extent that the float was in danger of 
going ashore on Governors Island, but 
both captains by coolness, perseverance 
and good seamanship succeeded in 
getting the heavily laden float back to 
and safely moored at Pier 7, North 
River, from which point later in the 
night, when the winds had moderated, 
it was taken to St. George and the cars 
forwarded to destination. Much credit 
is due to these two captains, who by 
their seamanship and courage and in 
the face of a terrific southwest gale, 
avoided loss of property and equipment 
to their company. 


At 7.10 p. m. on October 20th, 
operator W. E. Connell, Princes Bay, 
S. I., had his attention drawn to big 
flashes of light. He looked out of the 
window and saw a live electric light 
wire on the ground 
across tracks and 
partly on gates. He 
notified dispatcher 
immediately and held 
train No. 32 until 
Electric Light Com- 
pany's man arrived 
and took wire off 
track. He had a 


policeman guard the crossing and also 
put two red lights on each side to pro- 
tect the public, as the arc lights were 
out. O'Connell also warned passing 
people of the danger. He remembered 
''Safety First." 


On October 13th, agent Fisher (TS) 
at Boyds, observed and reported brake 
rigging down on hopper in middle of 
train of extra east engine No. 4030-4028, 
conductor McNamee, engineers J. S. 
Clifton and H. C. Butler, while passing 
Boyds. The train was stopped at 
Germantown, the brake beam was found 
dragging on rails and was put in shape 
at that point. 


While switching over No. 6 track in 
"A" yard, brakeman B. J. Britenbach 
discovered a broken switch point. He 
gave the engineer a "steady signal" to 
proceed over the broken switch point; 
and then notified the track foreman 
who had the track repaired at once 
without delaying trains. 


On October 6th, 1913, foreman of south 
freight track, Thomas E. Youngblood, was 
checking his track and discovered broken 
rail joints and rails. He immediately 
sent flagman out and stopped train No. 
90, and made necessary repairs before he 
permitted train to pass. 


On the afternoon of October 15th as 
train No. 71 was leaving Capon Road 
station, conductor J. L. Bowler was 
standing on the ground watching his train 
and discovered brake rigging down on box 
car No. 66741, causing one wheel to shde. 
The car was located five cars from the 
caboose. He jumped on rear of train and 
put air down and made repairs. His 
prompt action probably saved an accident 




and delay to No. 71 and also passeiTgor on the oj^posite side, and in doing so he 

train No. 18. Conductor Bowler was was knocked from the step of the box car 

properly commended by the superin- by the iron bridge sj)ans at north Howard 

tendent. * Street. S(HMng him kii^ked off between 



Patrolman G. M. Hanson wliile in the 
vicinity of the fruit yard at Cleveland, 
Ohio, about 7.15 p. m., October 14th, 
observed M. P. 18138 in train 90's drag 
moving from Columbus Street freight 
house to Clark Avenue with brake rig- 
ging down and immediately called brake- 
man's attention to it. The latter stopped 
the train and took brake rigging off. 
This evidences another case of watch- 
fulness, and Mr. Hanson has been writ- 
ten an appropriate letter by superinten- 
dent Lechlider. 

J. W. Ransom, patrolman of Cleveland, 
Ohio, on October 16th, while looking over 
train No. 50 pulling into Akron about 
4.15 p. m., noticed a young man between 
the cars. The fellow crossed to get off 

the car and the bridge wall. Ransom 
called to him to lie still until the train 
passed, which he did. There is no doubt 
that had he attemj)ted to rise he would 
have been seriously injured, if not 

Ransom's j^resence of mind in this in- 
stance was ver>' commendable, and is 
very much appreciated. It is needless 
to say that acts of this kind are worthy of 
honorable mention, and entry will be 
made on his record accordingly. 

Brakeman N. W. Bentz, on October 
14th, discovered splice bars broken five 
rail lengths west of National Switch at 
Strasburg. (^hio, and immediately re- 
ported same to jiroper parties. 

Operator S. B. Schaeffer, on October 
7th, found about eight inches of broken 



flange in interlocking switch at Goshen 
while going to throw switch for extra No. 
159 east. 

Conductor G. C. Love, on October 8th, 
found a broken rail joint west of Tennent 
Tunnel opposite old quarry derrick in 
middle of curve and left a flag there to 
protect same. 

flange in train of extra east 4253 while it 
was heading into siding at Beach City; he 
immediately notified the conductor and 
the car was set out. Mr. Bratten is to 
be commended for his watchfulness in 
this instance and has been so notified. 

H. D. Westerman, water station inspec- 
tor, found a broken rail just four joints 


Conductor C. W. Mclntyre, on October 
12th, found about six inches of broken 
rail at Dunlaveys crossing east of 
Uhrichsville and immediately reported 
same to all concerned. 

Conductor F. W. Hoffman, on October 
14th, discovered about eighteen inches of 
flange broken on rail on the east end of 
Everett siding at Everett, Ohio, and 
immediately notified the section foreman. 
It was fixed in a very short time after- 

On the morning of October 17th, 
operator J. A. Bratten at Beach City found 
company car No. 138573 with broken 

west of pole 94-25 on low side of curve 
west of Columbia, Ohio, on October 26th, 
and immediately notified all concerned. 

O.F. Davidson, operator at Tippecanoe, 
Ohio, found broken rail on middle road 
crossing at Tippecanoe on October 26th, 
and immediately notified the superin- 
tendent's office. 

Superintendent Lechlider recently 
wrote H. E. Eddy, engineer, of Cleveland, 
Ohio, viz.: 

''I only want to confirm my conver- 
sation with you at Akron and to express 
my appreciation of the manner in which 
you handled the Knights Templar Special 

TIIK HAI/riMoKi; AM) ()lll(> IMlM.o^l-S MA(:.\/.IM 


from Clcvc^land to Akron on Octohcr Tliis is ;i main 1ra<'k -uih-li. 
loth. - watclit'nlncss nndoulilcdlx' pr 

"1 have ri(l(l(Mi a «2;r(>at many trains, very serious accidcnl a^llnnu 
but never anywlun-e, wliere a train was very fo«2;^y. 
handhnl more smoothly around curves, 
and stops Were made with any more ease, 
especially when one considc^rs the speed 
which you were makinji;. 

''There is nothing which advertises our 
company better than good passenger ser- 
vice, and this can be attained in no more 
emphatic way than by good judgment 
on the part of the locomotive (engineer 
handling a train. " 


and llicir 
•\enled a 
itnin'T was 

Conductor J. Cook of Somerset, dis- 
covered a broken rail in the main track 
east of Summit ; also a broken rail in Ran- 
dolph mine siding, on October 13th and 
14th, respectively. His prompt action in 
reporting both irregularities caused their 
repair before any trouble resulted, and is 
commendable. He has been presented 
by the superintendent with the usual 
letter of appreciation. 

On October 15th, conductor D. A. 
Swarner discovered a piece broken out of 
a plank in the crossing at Hyndman. He 
made a prompt report of the matter and 
it received the necessary attention. His 
thoughtfulness on this occasion is com- 
mendable as the condition of this cross- 
ing might have resulted in injury to some- 
one using it. 


Engineer George Stasal and conductor 
J. W. Evans on train 1st 32 October 14th, 
while pulling through eastbound siding at 
Lanesville, discovered the west switch of 
Brawn wagon works track half way open. 

(See pa^e 45, October issji- / 


At 4.15 ]). m.. October Itli, yard clerk 
John Rosely, while checking track No. 14 
in Glenwood yard. discovcTed smoke com- 
ing out of P. Mc. K. A- V. car 80103 with 
merchandise loaded at Fairmont for Pitts- 
burgh. U]:)on examination Ik^ foimd that 
a shi])m(Mit of matches loaded in one (Mid 
of the car had become ignited by some 
wheels which had been placed against this 
shipment moving while car was being 
switched. Mr. Rosely extinguished the 
fire before any damage was done. Had 
it not been for the ])rompt action of this 
young man, a disastrous conflagration 
would have resulted, involving a heavy 
loss to the company. Mr. Rosely has 
been commended for this meritorious act. 




On the night of the 20th inst., James 
Morrow, signalman of the Erie Railroad 
at Warren, thought he heard a rail break- 
ing when Baltimore & Ohio train No. 56 
was pulling some cars off the Erie transfer 
track at Warren. He immediately went 
down and found that a rail had broken. 
He notified cashier R. H. Childs, who just 
had time to advise the local crew who 
were about to place cars on the transfer. 
As the night was very dark, they were 
not aware of the rail being broken. This 
saved the company a possible derailment, 
and superintenden b Temple wrote a letter 
of appreciation to Mr. Morrow, sending a 
copy of it to his superintendent. 


Recently James Long, yard foreman at 
North Vernon, noticed a broken pedestal 
on tank of engine on No. 18. It was 
necessary to change engines there. Mr. 
Long saved a possible serious wreck. 

Agent Roller of Charlestown, recently 
found a broken switch point at that place 
and notified all trains in time to avoid a 

Train baggagemaster C. A. Stevens on 
September 30th, on train No. 7 near 01- 

ney, noticed small pieces of wood and 
gravel flying by his window and knowing 
something was down, without further de- 
lay, set emergency brake and brought 
train to a stop. Upon examination it was 
found that the rear journal on rear tank 
truck had broken, allowing arch bar to 
drag on ties. Had not Mr. Stevens 
noticed this, it is possible that a serious 
wreck would have resulted. 


On September 19th, freight brakeman 
J. A. Abele discovered a broken chain in 
the point of a switch, causing point to set 
three-fourths inch away from rail. He 
stopped and took it out in time to pre- 
vent a possible accident to the next train. 
No. 6 passenger. 

On September 24th, third trick opera- 
tor G. T. Airing at South Dayton, dis- 
covered a broken rail south of bridge No. 
40 on northbound main. He notified dis- 
patcher, hunted up section foreman, and 
had the necessary repairs made. 

On October 8th, third trick operator G. 
T. Airing at South Dayton, along with 
signal foreman L. Craig, discovered 
broken rail near bridge No. 40, and re- 
ported promptly to proper official. 

I want to discourage the idea that you are expected, by the officers of this company, to do anything 
that is not safe. — President Daniel Willard. 

The man who missed the car denied that he didn't run fast enough. He did run— more than fast 
enough — but he didn't begin to run soon enough. — Baltimore Trolley News. 




A. Hunter Boyd, Jr. 

J. W. Coon, Chairman 
E. Stimson F. E. Blaser Dr. J. F. Tkarney John Hair 


Correspondent, W. B. Biggs. Agent, New York 


W. Cornell Terminal Agent, Chairman 

W. B. Biggs Agent. Pier 22, N. R. 

J. J. Bayer Agent, West 26th Street 

E. W. Evans Agent, St. George, S. I. 

J. T. Gorman Agent, Pier 21, E. R. 

A. L. MicHELSEN Agent, Pier 7, N. R. 

E. Salisbury Asst. Terminal Agent, Pier 7, N. R. 

Altred Oswald Foreman, Pier 22, N. R. 

M. E. Degnan Foreman, West 26th Street 

Gu8 Flamm Foreman, St. George, S. I. 

C. J. TooMEY Foreman, Pier 21, E. R. 

E. Sheehy Foreman, Pier 7, N. R. 

Louis Polly Laborer, Pier 7, N. R. 

ToNT Roes Laborer, Pier 22, N. R. 

Sam Gilesta Laborer, 26th Street 

Mike Monday Laborer, Pier 21, E. R. 

Mike DeMayo Laborer, St. George 

C. H. KoHLER Supervisor Floating 

Equipment, Marine Department 

A. Bohlen Captain, Marine Department 

Ja8. Hewitt Engineer, Marine Department 

Patrick Meade Oiler, Marine Department 

R. Mullen Fireman, Marine Department 

T. Halverson Deckhand, Marine Department 

H. M. Nielsen Lighter Captain, Marine Department 

The regular monthly meeting of the Safety 
Committee was held at Pier 7, North River, on 
the night of October 22nd. The entire meml)(>r- 
ship wavS present and showed that a keen interest 
is being taken in the Safety First move^mcnt. 
Chairman W. Cornell presided. Mr. Klphin- 
stone, roadman, of the Loss and Damage 
Bureau, antl one of Mr. Coon's assistants, was 
also present. 

The eight ii and last story of the new ware- 
house constructed at 26th Street has been com- 
pleted and it is expected that operations will 
commence in .January, 1914. 

Cashier F. L. Bausmith recently returned 
from his vacation, which was spent at Cincin- 
nati and Chicago. 

A. L. Mickelsen. agent at Pier 7, North River, 
has returned from the road, having spirit three 
weeks at various points, with the superintendent 
of station service. J. K. (irahain. 

The uptown i)asseng(>r and ticket office, 
formerly at 1490 Broadway, an<l the olhcc of the 
general eastern passenger agent, formerly at 
379 Broadway, have been removed to 1276 
Broadway, between 32nd and .33rd Streets. 
This new location is in the center of the hotel, 
shopping and theatre district and is convenient 
to manv local transportation facilities in New 

W. B. Biggs, agent at Pier 22, was elected 
treasurer of the Local Freight Agents' Asso- 
ciation at a regular meeting held on September 
ISth. This association consists of over one 
hundred and twenty active m<'mbers, who are 
affiliated with the various railroad and cojist- 
wise steanjships entering New York. Prior 
to his election to the r)ffice of tr(\asurer, Mr. 
Biggs served on the dairy committee for a 
numl)er of years, and is very active in the 
welfare of that ; ion. 





Correspondent, R. Groeling, Chief Clerk, 
Clifton, S. I. 


F. C. Syze Trainmaster, Chairman 

B. F. Kelly Assistant Trainmaster, Vice-Chairman 

R. H. Taxter Road Conductor 

M. ScHAFKER Road Trainman 

J. R. Huff Yard Conductor 

Alex Conley Road Foreman of Engines 

G. Hartman Fireman 

E. Alley Track Suoervisor 

J. Johns Master Carpenter 

W. L. Dryden Signal Supervisor 

H. E. Smith Shop Foreman 

C. J. O'Connor Passenjrer Conductor 

F. E. HoRAN Road Engineer 

D. A. McLaughlin Yardmaster 

R. E. Collins Passenger Trainman 

One of the worst rain storms in our recollec- 
tion occurred on October 1st and 2nd. At some 
points on the road the tracks were completely 
submerged with a foot or more of water. Con- 
siderable damage was done, but by hard work 
and fine cooperation, all traffic was put in nor- 
mal condition within a short time. 

The electric-manual block system between 
Princess Bay and Pleasant Plains is now in com- 
mission and working very satisfactorily. It 
will save delays to passenger trains. 

Trainman Fred Hering and wife recently re- 
turned from a very enjovable visit to Atlantic 

Engineer A. Larkin and family are making 
their annual tour, visiting important places 
throughout the South. 

H. S. Smyth has been promoted to chief clerk 
to the auditor, vice T. W. Kennedy, resigned. 
"Harry" has also purchased a home in New 


E. R. Buck has been promoted to general 
bookkeeper, vice H. S. Smyth, promoted. 

Jos. Kneable has been promoted to chief train 
auditor, vice E. R. Buck, promoted. 

C. C. F. Bent, vice-president, spent the 
month of September abroad. 

The accompanying picture is of ticket agent 
W. Hagadorn, who was born April 6th, 1843. 
He is one of the oldest men on the Staten Island 
Lines, having started twenty-two years ago as 
ticket collector. Later he was promoted to 
ticket agent. He has been acting as an agent 
at Arlington, Mariners Harbor and Tower Hill 
and is still working at the latter station, where 


he is ever ready to tell the boys stories of days 
that have long passed away. When Mr. Haga- 
dorn first went to Arlington it was nothing but 
swamps and woodland. At the present time 
there is a large freight yard and a four track 
system between Arlington and Mariners Har- 
bor. Port Ivory Station is located at the place 
where the Hessians camped during the Revolu- 
tionary War and Mr. Hagadorn has found many 
old relics around this place. Wl^ile in the 
battle of Gettysburg in 1863, Mr. Hagadorn 
captured a rebel officer, and for this was pro- 
moted to 2nd Lieutenant. He then took the 
examination for 1st Lieutenant and was pro- 
moted to this rank. 

While living in Baltimore about forty years 
ago he did the printing for the Baltimore & 
Ohio time table. During the encampment in 
Gettysburg on July 4th of this year he met one 
of the men of the company of which he captured 
the officer and had a very pleasant c"all with 
him talking about war times. He was very 
glad to meet many old acquaintances of by-gone 
days. The picture shows Mr. Hagadorn wear- 
ing medals which were given to him for bravery 
during the Civil War. 



Wm. Yerkes, secretary to the vice-president, 
and his wife made a second honeymoon trip 
while on their vacation. "Bill" went over 
almost the same ground as he did on his first 

Miss Edith Monohan. stenographer to secre- 
tary S. P. Kretzer, has been on leave of absence 
for her health. 


Jack Sweeney, clerk in the coal pier office at 
St. George, has the smile that won't come off. 
"Jack" says he can be called by another name 
now, "Papa." 

It is with deep regret that we learn of the 
death of Mrs. J. R. HufT, wife of conductor 
James R. HufT, who died October 20th. Con- 
ductor Huff is Chairman of the Brotherhood of 
Railroad Trainmen. He has the deepest sj'm- 
pathy of his fellow employes. 

Night yardmaster Michael J. Leonard of St. 
George, returned recently from a very instruc- 
tive vacation. Mr. Leonard visited the various 
freight yards around New York and noted 
their operating conditions. 

Patrolman Geo. B. Miller, of the New York 
Division, has dropped out of the Batchelors' 
Club and now finds himself lassoed to a fair 
maid of his native town. "Foxy George" es- 
caped many tricks from his fellow partners by 
keeping the affair a secret. He left home on 
October 15th to spend his honeymoon with his 
bride in Washington and Buffalo. 

Patrolman Arthur Johnson has returned from 
his vacation to Charleston, S. C, and is now on 
duty at Cranford Junction. 

A number of the boys wer(> wondering 
whether or not they would get paid on time, for 
paymaster McNeill is the proud papa of twins, 
a boy and girl, who have been named after their 
fond parents — "Elizabeth" and "William." 

"Bill" will not be able to do much bowling this 
winter, except at home to amuse the kiddies. 

Night yardmaster W. McCJarvey. .Arlington, 
and his wife (enjoyed a pleasant vacation at the 
conductors' convention at Chattanooga, Tenn. 

Trainmaster V. C. Syze and wife left on Sun- 
day, October 20. 1918.' for Chicago. While on 
his vacation Mr. Syze took the opportunity 
of familiarizing himself with oper- 
;ifing eorulitions on the other divi- 
sions earoute to Chicago. This gave 
him a c()mi)letc knowledge of the 
entire Baltimore tV Ohio System as 
it was only last Fall that he acted as 
supervisor of transportation on the 
Baltimore & Ohio Southwestern. 

Clifton Lodge No. 339. Brotherhood 
of Locomotive Firemen and Engine- 
men, are making extensive plans for 
their Grand .Annual Mask and Civic 
Ball to be held at the German (Mub 
Rooms, Stapleton. on Saturday even- 
ing, December 13. 1913. Prizes will 
be awarded. The members of the 
committee are as follows: Chairman, 
Andrew Kelly, George Hart man. John 
Werner. Edward Kelly. Louis Rubino, 
John Hurley. 

The accompanying photograph is of 
G. W. Smoot. .Mr. Smoot was born 
at Ellicott's Mills. Marvland. May 
13th, 1838. He began work with 

, w -\i 



the Baltimore & Ohio Railroad at Mt. Clare 
in the blacksmith shop in the year 1855. 
He was employed as brakeman on the second 
division at Martinsburg in May, 1857, when 
19 years of age, but acted as brakeman for 
only three months. The first engine he had 
after being promoted was the old No. 40, built by 
Wm. Edwards, master mechanic at Martins- 
burg, and the only engine ever completely built 
at that place. His engineer was Jerry Zepp, a 
man with a great memory and a good engineer 
in every way. After his conductor, Thomas 
Frost, returned from camp meeting, the ''boy 
conductor," as he was known, had to take No. 
219, the last camel engine Ross Winans ever built, 
also the highest numbered engine on the Balti- 
more & Ohio at that time. His engineer on this 
run was Mat Manford. At that time railroad 
men had very hard times and Mr. Smoot can 
remember how he had to ride on an empty coal 
pot from Martinsburg to Piedmont and nail a 
cross tie on to hold fast his old tin dips. At the 
end of the trip they would tie their three old 
square lanterns together and take them home 
or to the boarding house or lose them. He was 
transferred from second division to first divi- 
sion from Martinsburg to Baltimore. 

He was at Harper's Ferry coming East when 
John Brown made his famous raid, and his 
brakeman, E. L. Dorsey, was badly wounded by 
one of Brown's minnie balls. When the Civil 
War broke out and the railroad was blockaded, 
Mr. Smoot went to Alexandria on U. S. M. R. R., 
remained with Uncle Sam until the close of the 
war and was honorably discharged. He then 
went into business for himself. His next employ- 
ment was with the Baltimore & Ohio Railroad 
on the Philadelphia Division on a construction 
train. After the road was finished he came to 
the Staten Island Rapid Transit R'y on June 18, 
1889, and has been here up to this time. He is 
at present employed as agent and leverman at 
Mariners Harbor. Mr. Smoot could write 
many anecdotes of interest to the older em- 
ployes on the Baltimore & Ohio. 


Correspondent, J. C. Richardson. 

CMeJ Clerk, Philadelphia 


J. T. Olhausen Superintendent, Chairman 

H. K. Hartman Trainmaster, Vice-Chairman 

T. B. Franklin Terminal Agent 

V. P. Drugan Assistant Division Engineer 

F. H. Lamb Claim Agent 

Dr. A. L. Porter Medical Examiner 

H. M. White Engineer 

J. C. Jeffers Fireman 

G. G. James Conductor 

James Flynn Ya,rd Conductor 

C. W. Cain Yard Conductor 

J. N. McCann.. .Gang Foreman, Car Department, East Side 
R. C. Acton Secretary 

Charles Miller,of Chester, who is a telegraph 
operator employed in Philadelphia for the Balti- 
more & Ohio Railroad, worked part of a recent 

week as ticket agent at the Twelfth Street 
station, in place of John T. Mortland, who has 
been attending court on a case of the company. 

Telegraph operator Dill, of the Delaware 
Ave. station, Wilmington, Del., and his wife 
left recently for a visit through the West. 
They will stop in Cincinnati, Ohio, St. Louis, 
Kansas City, and Craig, Missouri. 


Correspondent, W. H. Schider. Baltimore 


O. H. HoBBS Chairman 

C. W. Mewshaw Vice-Chairman 

G. R. Albiker Yard Conductor, Curtis Bay 

R. B. Banks , Division Claim Agent 

E. H. Barnhart Assistant Division Engineer 

J. H. BiNG Yard Brakeman, Locust Point 

T. Deenihan Car Inspector, Washington, D. C. 

D. M. Fisher '. . Agent, Washington, D. C. 

R. T. Foster Yard Brakeman, Brunswick, Md. 

Geo. Gardner Yard Conductor, Camden Yard 

W. Harrigan Air Brake Repairman, Riverside 

A. M. Kinstendorff Agent, Camden Station 

Dr. E. H. Mathers Medical Examiner 

G. H. Miller Yard Conductor, Washington, D. C. 

W. T. MooRE Agent Locust Poirt 

W. P. NicoDEMUS Machinist, Brunswick, Md. 

C. E. OwiNGS Passenger Conductor, Camden 

W. E. Shannon Transfer Agent, Brunswick, Md. 

E. K. Smith Secretary, Y. M. C. A., Brunswick, Md. 

T. E. Stagey Secretary, Y. M. C. A., Riverside 

C. E. Stewart Piecework Inspector, Brunswick, Md. 

Geo. S ypes Fireman, Riverside 

S. R. Taylor Yard Brakeman, Bay View 

S. E. Tanner Master Carpenter, Camden 

C. E. Walsh Engineer, Riverside 

J. L. Welsh Assistant Yardmaster, Mt. Clare 

G. H. WiNSLOw. .Secretary, Y. M. C. A., Washington, D. C. 

The Baltimore & Ohio Y. M. C. A. at River- 
side held their annual Oyster Supper and Bazaar 
on October 28th, 29th and 30th. This sociable 
was gotten up by the Ladies' Auxiliary and was 
a very successful affair. A man would have to 
go a long way to get such a meal as the ladies 
served at the small cost of 25 cents. 

Fireman J. B. McGovern, who was in St. 
Joseph's Hospital for an operation for appen- 
dicitis, is getting along splendidly. His only 
complaint is that he cannot get enough to eat, 
and wants more visitors. Here is a chance for 
you, boys. 

W. H. Walters is also at St. Joseph's Hos- 
pital, getting along as well as can be expected. 
Mr. Walters sustained injuries to his foot while 
engaged in his work some time ago. He will 
have his foot saved but it will require some 
restful waiting. Call in to see him. 

S. W. Whitaker has been appointed labor 
agent, vice H. R. Bricker, who has resumed his 
former duties as inspector of maintenance. 

W. A. Dunnington has been appointed chief 
clerk of the Bureau. 



Engineer W. S. (Iill(>t te is :i well Uiiowii frciglit 
engineer on the Haltiniore Division. He is one 
of the youngest men driving an engine on the 


road, for one who has been in the serviee nine 
years. His record is clear. 

"Chief" Moszner is right on the ground at the 
Labor Bureau, and says he can speak seven or 
eight different languages by this time, or at 
least "bluff" them pretty well. 

The Rally Sunday at the Baltimore & Ohio 
Y. M. C. A. at Riverside was unusually well 
attended. Rev. Bailey, the speaker, who at 
one time was secretary, previous to Mr. Rice, 
and also pastor at Olive Branch Church, was 
heartily receivcfl. The music was especially 
fine, being rendered by a small brass band, 
composed of two slide trombones, seven cornets 
and the organ. The quartet from Clifton 
Avenue Church gave a beautiful selection and 
Rev. Bniley and his son. William, sang a lovely 


Correspondent. G H. Winsi^w, 

Y. M. C. A. Secretary 

The Safety First Rally held in the Terminal 
R. R. Y. M.'C. A. gymmisium by the Washing- 
ton Terminal Company and Tenant Lines, 
October 8th, was largely attended and a very 

successful affair. B. R. Tolson, chief clerk to 
superintendent of the Washington Terminal 
Company, presided, and welcomed the men 
with words of encouragement and conunenda- 
tion for the work of safety being carried on by 
them. The speakers were (leo. Sturmer. repre- 
senting the Baltimore & Ohio; ('. K. Walsh, en- 
ginem;in, B.-iltimore tt Ohio; W. B. Smithers, 
conductor, Southern; II. B. Bowersox, yard fire- 
num, Washington Termiruil Company; O. T. 
Greaver, conductor, Chesapeake A: Ohio; V. S. 
Radcliffe, yard ^inductor, Washington Ter- 
minal Company; T. F. Bowler, engineman, 

Two lectures, illustrated with stereopticon, 
were given by T. II. Carrow and M. M. Sheedy, 
safety inspectors of the Pennsylvania Railroad. 
Music was furnished by the Bostonial Orches- 
tra, C. W. Guest, director. Many expressed 
themselves as highly pleased with the meeting 
and hoped others would follow later. 

Engineman Fred Mumford and B. A. Simpson 
are running the two new superheater yard en- 
gines, Nos. 30 and 3L These engines will be fol- 
lowed by others. 

A plan for increasing the membership of the 
Terminal R. R. Y. M. C. A. was put into opera- 
tion by the membership committee at their last 
meeting, and will be open to all members of the 
association. A blind ballot box has been made, 
into which the application cards, with the 
name of the member who proposed the ai)plicant 
affixed, is dropped. On May 1st the box will be 
opened, the cards counted, and the members 
accredited with the six highest numbers will be 
rewarded as follows: 

Y. M.C. A. me.lal. 
R. Y. M. C. A. 

R. \{. Y. M. C. A, 

1st— Gold Terminal R. 

2nd — Silver Terminal 

3rd — Bronze Terminal 

4th— Gold Terminal R. R. Y. M. C. A. pin. 

oth— Silver Terminal R. R. Y. M. C. A. pin. 

6th— Bronze Terminal H. K. Y. M. C. A. pin. 

Sixteen large American Red Cross "First 
Aid'' charts have been purchased antl placed in 
the Terminal R. R. Y. M. C. A. rooms. These 
charts show the of the triangle and roller 
bandages for fractures of any part of the body, 
how to stop bleeding caused by injuries, luid 
the care of wounds, rescue methods for drown- 
ing, the best way to rescue persons from contact 
with electric currents, transportation of iti- 
juretl when impossible to get stretcher, and a 
number of rules for the treatment of poisoning. 
Several lectures on "First Aid to the Injured" 
will be deliver(Ml during the winter by Dr. P. 
H. Steltz, for the benefit of railroad employes. 

The public telephone booth in Union Station 
has been moved to the room formerly occupied 
by the parcel room, and the space vacated will 
be an annex to the drug store. Soda, mineral 
waters and souvenirs will be sold in the new 
(juarters, giving the much needed additional 
space for the drug business. 



A number of railroad men attended one of 
the meetings in the old Alexandria-Washington 
Lodge room at Alexandria, and were much 
interested in the valuable collection of George 
Washington relics that are on exhibition. J. S. 
Hanson had the party in charge. All were 
treated royally and a very enjoyable evening 
was spent. 

Two new bridegrooms in the ticket office are 
receiving congratulations of their many friends. 
George Rowe and Elmer Varela are the fort- 
unate ones. A bright future undoubtedly 
awaits them, and it is the wish of their friends 
that trouble will always pass them by. 

During the world's series baseball games, 
the railroad men ofT duty received the news 
from the grounds by special wire placed in the 
Terminal R. R. Y. M. C. A. rooms. E. E. 
Bailey, the operator, brought both joy and 
gloom to the men. The feeling of sportsman- 
ship pervaded, and while some were disap- 
pointed, all desired "the best team to win" and 
were generally satisfied with the result. 

The Terminal R. R. Y. M. C. A. Duck Pin 
Bowling League started under way October 6th, 
the Shops team defeated the Freight team after 
a hard fight for the first honors of the season. 
The following officers for the league were 
elected for the season: Frank Stanley, presi- 
dent; J. J. Ekin, vice-president; G. H. Winslow, 
secretary; C. H. Spencer, treasurer; C. D. 
Perry, bowling alley manager. 

The members are anticipating a busy season 
and are hustling to make it the banner year of 
the league. 

A new arrival in the home of Ross E. Wollett 
is the cause of that unusually pleased expression 
he carries with him now. 


Correspondent, H. A. Beaumont, 
General Foreman 


P. CoNiFF Superintendent Shops, Chairman 

S. A. Carter Machinist, Erecting Shop 

H. OvERBY Machinist, Erecting Shop 

J. P. Reinardt Fire Marshal, Axle 

and Blacksmith Shops and Power Plant 

H. C. Yealdhall Boilermaker, Boiler Shop 

R. W. Chesney Moulder, Brass Foundry 

V. L. Fisher Moulder, Iron Foundry 

J. H. Ward Machinist, Number 1 Machine Shop 

J. O. Perin Machinist, Number 2 Machine Shop 

H, E. Haesloop Tinner, Pipe, Tin and Tender Shops 

Geo. R. Leilich Manager, Printing Dept. 


H. A. Beaumont^ Chairman 

H. H. Burns Freight Repair Track, Mt. Clare 

T. H. Tatum Repairman, Freight 

Car Repair Track, Mount Clare 

L. A. Margart Mount Clare Junction 

J. T. ScHULTZ Cabinet Shop, Mount Clare 

C. W. Gegner Passenger Car Shop, Mount Clare 

Otto A. Frontling Paint Shop, Mount Clare 

J . ZiswARCK Car Builder, Camden 

P. G. Hack Camden 

C. W. Kern Stenographer, Baileys 

R. W, Upton Curtis Bay 

H. C. Albrecht Inspector, Locust Point 

D. ScHAFFER Locust Point 

J. F. Mielbl^ Locust Point 

I. G. R. Lathroun Bay view 

The members of the test department held 
their Annual Pig Roast on the evening of the 18th 
of October and in addition to enjoying a treat 
for the "inner man," participated in a musical 
and oratorical entertainment. 


Correspondents, W. C. Montignani, Y. M.C.A. 
Secretary, Cumberland 

E. H. Ravenscraft, Keyser 



M. H. Cahill Assistant Superintendent, Chairman 

W. H. Broome Leading Inspector 

D. A. NiLAND Machinist 

E. D. Calhoun Fireman 

J. M. RizER Brakeman 

J. Z. Terrell Agent, Keyser 

C. H. Lovenstein Operator 

J. G. Lester Signal Supervisor 

Dr. E. F. Raphel Medical Examiner 

W. Harig Division Claim Agent 

J. L. Githens Yard Conductor 

C. E. McCarty Secretary 


J. W. Deneen Trainmaster, Chairman 

C. S. McBee Road Conductor 

E . Merkle Road Engineer 

J. W. Manford Yard Conductor 

D. C. Plotner Frogman 

E. M. Cheverant Coppersmith 

W. B. Tansill Leading Inspector 

J. Welsh Conductor 

I. S. Sponseller General Supervisor 

Dr. J. A. Doerner Medical Examiner 

W. C. Montignani Secretary Y. M. C. A. 

T. F Shaffer Secretary to Superintendent 

Our regular safety meeting was called to order 
by Chairman Cahill at 2.30 p. m.. who spoke at 
length on "Safety First,'' pointing out the good 
to be accomplished by handling the work in a 
systematic and methodical manner, stimulated 
by the proper amount of enthusiasm and faith in 
the movement. It was suggested that the Com- 
mittee, on account of the large amount of terri- 
tory to be covered, and the fact that the mem- 
bers are scattered over the division, was un- 
wieldy, and that we are not getting the results 
that should be obtained; further, that in order 

TH»-: HAi/riMoiU': and oiiio I:.^1I'L<)^ i:s m aca/im 


to do the ji;roat(»st amount of flood, and get more 
efTe('tiv(> and quicker action, the coinniittoe 
sliouki ho split into two .sei)arate and di.stinct 
organizations., one represent injj; the West End. 
and the other tlie l^ast ImkI. eacli to take up 
matters afTectinj:; its own particuhir territory; 
that the minutes of ea(di committee he sent to 
the other, so that there will he a fusion of ideas, 
and so that both committees will get the ben- 
efit of !iny suggestions for improvement in tlie 

In dividing up the connnittee it was found 
necessary to appoint three additional members 
in order to place the same numbei- «>f men on 
ea(di end of the division and take care of all tlu; 
departments that should be represented, and 
accordingly (". Iv McCarty. assistant train- 
master. .1. N. (lithens, conductor in Keyser 
^'ard, and \)v. K. V. Haph(d. were name(l. It 
also developed that J. .\I. Kizer has been sick 
for some time and the prospects of his being able 
to do any active work on the cdinniit tcr being 

XEWAUK Dl\ I.>iU-\ .-Ali.TV CuM.Mrni.I. 

Back row: Dr W A Funk. Dr. A. A. Church. B. R. McMains. C. L. Johnson. D. L. Host. C. G. Miller. A. X. Gk-nnan. 

Middle row: Jos Vandivort. T. J. Daly. E. V. Smith. G. R. Kimball. G. F. Eberly, C. W Gorsuch. Chairman. 

O. J. Kelly; R. W. Lytle. H. W. Roberts. Front row: H. B. McDonald. D. P. Luby. J. S. Little. 

E. C. Zinsmeister. C. C. Grimm. J. E. Ba.-^hew. II. H. Leist 

These committees will ])eriodically hold a 
united meet'ng at some central point on the 
division. Mr. Cahill further reminded those 
present that every movenent of a reform nature 
has its critics, and at times members of the 
committee no doubt would be subject to ridi- 
cule, but that if they were imbued with the 
right faitli. nothing of this sort would dampen 
their enthusiasm. All were asked to work with 
the thought uppermost in their minds that "an 
ounce of pr(>vent ion is worth a pound of cure." 

A motion was dul>' made and seconded. whi(d» 
was carried unanimously, that the commit te(> 
divide its(df into East and West organizations, 
the West End to be in charge of M. H. Cahill. 
chairman, and C. E. McCarty .(whose appoint- 
ment on the committee is announced), as secre- 
tary, and the East End of the committee to l)e 
in charge of J. W. Deneen, chairnum. and T. E. 
Shaffer, secretary. 

remote, on his own recpic^t he w:is relieved fr«wn 
the work. :md his brother. L. A. Hi/.er. will be 
apt^ointed in his place. 

The conunittees as they now st:nid an- given 

Th(> Halt imoreiV Ohio h:>s completed improve- 
ments to all of the bridges on t he Wasliington 
County Brancdi between n:igerstown and W <•- 
verton. the work consumirig about two months. 
The work was done by th<« regular bridge 
force of the Baltimore tV Ohio umler the 
direction of bridge e.\-|)erts and wtus finished 
last week. 

There are twelve bridges on the branch, all of 
them now have .a maximum capacity of 17.').(>00 
pounds, sufhcient to carry any train. New foun- 
dations were built umier all the bri«lges while 
new girders and other parts were added to the 
structures to make them safe and strong. 



There was an evening of feasting, speechmak- 
ing and song recently at the Baltimore & Ohio 
Y. M. C. A. It was a celebration previously an- 
nounced as a complimentary banquet to the offi- 
cers and membership of the association, but 
became in fact an informal matter of congrat- 
ulation and felicitation over the return of secre- 
tary W. C. Montignani from a tour of Europe. 

Lester Mille, of Frederick Street, a Baltimore 
& Ohio Railroad second division brakeman, fell 
from his train at Creek and was severely in- 
jured about the back and head. His injuries 
are not fatal. He was brought to Cumberland 
on the caboose of his train and taken to the 
Western Maryland Hospital in Butler's ambu- 
lance, where he is reported as doing as well as 
could be expected. 

Jack Kemp, assistant at the Baltimore & 
Ohio Y. M. C. A., has accepted a position as 
assistant secretary to general secretary Auker- 
man of the P. R. R. Y. M. C. A. at Altoona, Pa., 
and took charge of his new position November 

Thomas O'Connor, for many years a familiar 
figure among Baltimore & Ohio trackmen here 
at Keyser, W. Va., has returned from a pro- 
longed visit to his native home in Ireland. 

Mr. O'Connor has been working for the Balti- 
more & Ohio for twenty years or more, leaving 
for a few months periodically to go back to his 
native country. He left in January, 1912, short- 
ly after he had been hurt while placing some 
heavy rails in the yards here. His prolonged 
absence made those who knew him well believe 
that he had gone back to stay, until he appeared 
upon Virginia Avenue looking quite well. 

From three to four hundred persons are em- 
ployed in the roundhouse and shops of the Balti- 
more & Ohio Railroad in South Cumberland, 
night and day, which means that from six to 
eight hundred people find work in these great 
shops, a large proportion of whom reside in this 
section of the city. The earnings of these em- 
ployes are spent in Cumberland, mostly in the 
South End. Many of the men own pretty homes 
and are excellent citizens. 

Since the new roundhouse and shops have 
been in operation for a few months, there has 
been more activity in the repair departments of 
the Baltimore & Ohio at this point than at any 
time in its history. The character of work done 
here, owing to the improved machinery and 
facilities is far higher than was done in the old 
shops. There is also an airy activity about the 
place and a neatness and evidence of the care of 
property that was painfully absent about the 
old shops. The grounds of the shops have been 
enclosed by a substantial high fence and the 
grounds themselves are keep in splendid order. 
No person is allowed on these grounds who is 
not employed in the shops, connected with the 
railroad in some way, or has business in the 

System and discipline in the management of 
the shops is evidenced everywhere. The offices 
of the master mechanic, Mr. Stewart, are com- 
modious and neat. Here a corps of bright clerks 

are busy with papers and books pertaining to 
the various departments of the big works. 

Minor G. Weaver, 47 years old, a Baltimore 
& Ohio third division engineer, and a resident 
of South Cumberland, died at 10 o'clock at the 
State Sanitarium for the Tubercular at Sabillis- 
ville. He had been a patient for six months. 
He is survived by his wife, Mrs. Sarah Weaver, 
and two children, Yetta and Ernest, all <5f South 
Cumberland. He was member of the Brother- 
hood of Locomotive Engineers. 

Local railroad men believe that the low stand- 
ing of the Cumberland Division in the "Safety 
First" bulletin is not indicative of either ineffi- 
ciency or laxity in work. They point to the fact 
that this division is considered the most diffi- 
cult of operation of any in the country. The 
traffic is heavier over the eastern end than over 
any other division on the road, and the open 
way and yard facilities are recognized as being 
somewhat inadequate. 

Among the recent changes of the Baltimore 
& Ohio Railroad are the following: 

C. F. Robinson is appointed storekeeper at 
New Castle Junction, Pa., succeeding L. M. 
Douglas, transferred to the motive power de- 

F. W. Gettle is appointed storekeeper at Gar- 
rett, Ind., succeeding F. C. Winter, who has 
been transferred to other duties. 

J. S. Gilmore is appointed assistant train- 
master of the eastern district of the Chicago 
Division, between Chicago Junction, Ohio, and 
Garret, Ind. 

J. F. Rhodes is appointed agent at Millers- 
ville, 111., succeding A. T. Michaels, deceased. 


Correspondent, W. L. Stephens 

J. H. Keller, employe of the frog shop, has 
purchased a fine new home on Beth street, Airley 

Jacob McDaniel, blacksmith helper, and 
John M. Brantner, engineer, have purchased 
lots on Airley Heights and expect to erect 
homes there. This new suburb of Martinsburg 
promises to become popular with the railroad 

Edward Flick, blacksmith helper of the local 
shop, and Miss Reta Kees were married re- 
cently. They will reside on South Water street. 

John L. Schroeder, the well known operator 
at the local office, and Miss Lucretia Glover, 
were married at Sleepy Creek. A ten days' 
honeymoon was, spent visiting nothern cities. 
John is popular with all the railroad men, and 
he has been receiving hearty congratulations 
from many of the boys and quite a lot of super- 
fluous advice from the knowing ones. 


\V. K. Bodiiio of H(Mlj2;oi5vill(\ who li;is been 
signal foreinati on this division for a ninnbt>r of 
years, has been promoted to general signal 

Edgar Shrodes has been placed at the West 
Cumbo electrical plant as maintainor. This is 
one of the best plants of its kind on the system. 
Mr. Shrodes comes to Cumbo from one of the 
western divisions. 

United Links Division No. 352, Brotherhood 
Locomotive Engineers, and Elizabeth Fitz- 
•gerald Division of the Ladies' Auxiliary, held 
an informal bancjuet on Tuesday, October 21st, 
in Feller's Hall. The affair proved to be one 
of the most successful events of the kind ever 
held in this city. More than two hundred 
persons attended, many of them coming from 
Washington, Baltimore, Cumberland and other 
points. The menu was a splendid one, and as 
you may suppose was thoroughly enjoyed .by all 

After the repast, ]\L S. Deavers, chief engineer 
of the local division, introduced George W. 
Sturmer of Baltimore, assistant to general 
manager Galloway, as the speaker of the 
evening. ]\Ir. Sturmer, who is a practical 
engineer and has served at the throttle, proved 
himself to be an able and powerful speaker. 
His address was about subjects and matters 
concerning the engineers and the members of the 
au.xiliary. He was listened to throughout with 
rapt attention and the discourse was enjoyed by 
all. One of the pleasing features of the eve- 
ning's entertainment was an old-fashioned dance 
in which many of the older members joined with 
a zest ecjual to that of the younger set. The 
music for the bancjuet and dance was furnished 
by fireman A. Comery and his up-to-date band. 
Ask any of those present, "what kind of a time 
did you have at the banquet?" Answer, "A 
jolly good time, you bet!" 

Railroad men of this division learned with 
profound regret of the death of engineer 
William E. Hyssong, one of the most efficient 
and widely known Cumberland Valley Railroad 
engineers. Death was caused by a stroke of 
paralj'sis suffered at his home at Lemoyne, Pa. 
He had been in the employ of the Cumberland 
Valle}' for more than thirty years. He pulled 
the first train over the line when the road 
was extended from ^Llrtinsburg to ^\'inchester, 
\ii., and was well known to many of the Balti- 
more & Ohio Railroad employes on the Cum- 
berland Division. He formerly lived in 
Winchester, Va., the southern terminus of the 
Cumberhmd Valley, and was familiarly known 
by the patrons of the road along its entire 

Ernest Sylvester Martin, age 25 years, a 
Baltimore & Ohio brakeman on the Cumberland 
Division, died in the King's Daughter's hos- 
pital, this city, of typhoid fever following an 
illness of only one week. He had been in th(^ 
employ of the Baltimore ct Ohio for several 
years and had proven himself an efficient rail- 
road man. Surviving are his young widow and 

one child, tiiofhrr, four brothers :iinl one sister, 
who have the sympathy of his fellow em- 

Samuel Luther Ways, a veteran Baltimore it 
Ohio engineer, died at his home in this city 
after an illness extending over h period of 
almost three yi^ars. He was seventy-thrco 
years of age, and was born in Woodbine, near 
Baltimore. He entered the employ of the 
tinmre & Ohio in 18G1 and .served the comf)any 
for forty-five years. In 190(7 he was retired from 
active service, sirlce which time he has livefl 
Cjuietly at his home in this city. He was well 
known by every employe along the Cumberland 
Division. During his long illness many of his 
old chums and fellow employes visited him to 
talk over old times and relate thrilling anec- 
dotes of happenings in the life along the rail. 
The funeral services were held at the late home 
on Liberty street and were attended by a 
number of railroad men. 

The sympathy of the shop men goes out to 
N. S. Edwards and R. N. Edwards, fellow 
employes, upon the sudden death of their 
mother, Airs. Sarah Edwards. The sad event 
occurred at her home on P^ast Moler avenu«" this 
city at 6.30 a. m. on October 27th. Her sudden 
demise was caused by a stroke of apoplexy, 
which came while she was alone in bed, the 
other members of the family having arisen to 
prepare the morning meal. They were in- 
formed of her illness by hearing her fall from 
bed in an attempt to summon aid. Medical 
attention was cjuickly procured but the hand 
of death could not be stayed and she died with- 
out regaining consciousness. Her death was a 
great shock to her children and many friends 
in this city. After the funeral service at the 
late home, the body was taken to Petersburg, 
W. Va.. for interment. 

C. W. Haymond, car foreman, was transferre<i 
to Cumberland, and O. E. Wild, assistant, wius 
made foreman. And, boys, he is a hustler; 
the repair track is as clean as a new pin. not 
even a splinter is allowed to lay there. He has 
the good will of all his men and never h:us to say 
a cross word. They all work together and are 
a happy bunch of car repairmen. 


Correspondent, J. L. Maphis 


G. D. Brooke Superintendent, ("hnirman 

R. H. Earle KnKineor 

W. H. WiNKUtT Yard Conductor 

Brakeman W. Manuel, is the champion pork 
raiser of the Shenandoah Division. He haa 
three porkers that will average four hundred 
pounds each, which is a pretty good start in 
this age of "high cost of living." 

Wm. Manuel is now enjoying a short vnration 

visiting friends on the \'alley Railroad District. 



The friends of H. O. Hartzell, assistant 
general industrial agent, were glad to see him 
on the division, in the interest of business for 
the company, during the first part of October. 
Mr. Hartzell was formerly traveling freight 
agent in this territory and made many friends 
for the company and himself. 

We regret to announce the death of O. A. 
Keister, night operator and clerk at Strasburg 
Junction for many years, at his home in Stras- 
burg, September 25th. He was buried in Stras- 
burg on the 28th of September. A large num- 
ber of his railroad associates attended the 
funeral. The floral offerings were many and 
beautiful. Mr. Keister leaves a widow, son 
and two daughters. His family has the 
sympathy of the Shenandoah Division employes. 

We are glad to report that train dispatcher 
W. R. Smith, who had the misfortune to break 
his knee cap and otherwise injure his leg by 
falling in a baggage car in which he was riding 
at Harrisonburg, is improving, and expects to 
resume duty soon in the dispatcher's office. at 

The following changes have been made on 
the division: C. D. Bosserman, appointed 
agent at Capon Road, Va., vice W. P.Williams; 
L. N. Sherman, appointed agent at Mint Spring, 
Va., vice C. D. Bosserman, transferred. 

Conductor W. L. Henry, who held a turn in 
baggage car on trains 8, 17, 18 and 55 on Valley 
Railroad District, has been assigned to the 
position of conductor on ballast train. Brake- 
man and extra conductor C. E. Dudrow, of 
Harper's Ferry, will take the place vacated by 
Mr. Henry in baggage car on these trains. 

Agent and operator J. D. Parker is on a visit 
to friends and relatives at Danville, Va. J. W. 
Morrow, of Strasburg Junction, takes his place 
as agent and operator at Raphine, during his 

The ballast quarry at Staunton, Va., was re- 
opened October 1st, and the force is busily 
engaged getting out material with which the 
Valley Railroad District is to be ballasted. 

Brakeman L. R. Powers had the misfortune 
to have one of his eyes severely injured by a 
cinder getting in it and has gone to a hospital 
for treatment. 

Conductor R. L. Evans, of Harper's Ferry, is 
laying off because of an injured hand. His friends 
hope he will soon be able to return to duty. 

Engine cleaner James Murnan of Winchester, 
Va., is off on account of an injured arm. His 
place is being filled by W. G. Shwalter. 

Sydney Taylor, crossing watchman at Win- 
chester, who entered the service of the company 
in 1881 as clerk to roadmaster at Cumberland, 
Md., and who has been in the service con- 
tinuously since that time, has been placed on 
the pension list. The best wishes of the em- 
ployes of the Shenandoah Division go with Mr. 
Taylor in his retirement. 


Correspondent, L. C. Ford, Grafton 

C. A. SiNSEL Medical Examiner, Chairman 

J. O. Martin Claim Agent 

W. B. Wells Assistant Division Engineer 

W. P. Clark Machinist 

H. Brandenburg Conductor 

C. R.Knight Fireman 

J. A. Bridge Telegraph Operator 

G. E. Ramsburg Engineer 

A. J. Botles Conductor 

J.J. Lynch Leading Inspector 

J. W. Leith Foreman Carpenter 

Thomas Dugan, formerly night foreman at 
Brunswick, has been transferred to Grafton as 
day roundhouse foreman to succeed M. P. 
Nash, who was transferred to Cleveland, Ohio. 

E. B. Horner, gang foreman, who has been off 
duty for the past three months with typhoid 
fever, has resumed duty. We are glad to see 
Mr. Horner with us again. 

Motive power timekeeper F. W. Tutt and wife 
spent a few days in Pittsburgh, Pa., seeing the 

G. P. Hoffman, car foreman, spent Sunday 
with his parents at Cumberland, Md. 

Mrs. John Hession, wife of engineer John 
Hession, is visiting friends in Newark, Ohio. 

Mrs. Alice Lynch, mother of leading inspector 
J. J. Lynch, is visiting her daughter, Mrs. 
Lawrence Higginbotham, in Newark, Ohio. 

Bailey Hopp, piece work checker, had just 
returned from a week's visit with his lady 
friend in Philadelphia. Bailey reports every- 
thing coming his way. 

Born unto Mr. and Mrs. W. E. Foley, of 410 
Diamond street, Wednesday, October 1st, a 
nine and one-half pound son. Mr. Foley is 
assistant yardmaster, and he states that he 
intends to make a yardmaster out of his son. 

W. S. Phillips completed a service record of 
thirteen years on September 21st, having been 
absent from duty thirteen days or just one day 
for each year. His average number of days 
made each year was 493. 

Mr. Phillips, familiarly known as Scott 
Phillips, is one of the leading engineers on the 
Monongah Division. At present he is in charge 
of engine 2101. It present a fine appearance, 
due to the untiring efforts of engineer Phillips 
and his fireman. This a record for steady 
work that merits high appreciation, and en- 
gineman Phillips is to be congratulated for his 
loyalty to duty. He entered the service of the 
road as a water boy in 1877, was promoted to 
engineer in 1889 and is considered one of the 
most successful passenger engineers on the 
Monongah Division. 




Correspondent, A. G. Youst, Operator, 
Clover Gap 


H. B. Green Superintemlont, C'luiirmao 

C. M. Criswell Acent, WheolinK 

Dr. C. E. Pratt Medical ExaininiT, Wheeling 

Dr. J. E. Hurley Medical E.\aminer, Benwood Junction 

A. G. Youst Operator 

M. C. Smith Claim Agent 

C. McCan.v Engineer 

H. E. Fowler Assistant Division Engineer 

E. McConnauqht Engineer 

H. H. HiPSLET General Yardmaater 

E. E. HoovEN Shop Foreman 

V. B. Glasgow Conductor 

J. Coxov Engineer 

VV. A. Morris Fireman 

G. Aulesberger Car Foreman 

W. H. Haberfield Machinist. Benwood 

The agent at Glover Gap. Porter Lough, 
formerly of Underwood, was very anxiou^to be 
relieved October23rd. There isnothing definite 
about the |)lans of Mr. Lough and his wife, but 
the boys were so anxious to see him do well that 
three or four volunteered to relieve him. 

Operator J. A. Clelland. second trick at "CY" 
tower, the mighty nimrod of the Wheeling 
Division, has cleaned his gun and is feeding his 
"old hound dog" a little better so as to be in 
shape for hunting. Anybody wishing advice on 
such matters will do well to seek his counsel. 

\Vm. Rushford, first at Burton, is working 
first Glover Gap, vice A. G. Heck, who is sick. 

"Ham" Wilson, third at Cameron, took in 
the world's series at Philadelphia, and says there 
is no ball team like Connie ^Lack's bunch. 

Chas. Jackson, first at "AY," Holloway, is 
off on account of his wife's illness, and is re- 
lieved by L. E. Kinnev, first at Tunnel Siding, 

N. W. Robinson, agent at Burton, has re- 
quested a leave of absence for six months. 

R. R. Parrish, agent at Fairpoint. Ohio, has 
returned to his old position after a furlough of 
two months. 

S. L. Little, agent at Proctor, has sent in his 
resignation to take efifect this month. 

Mr. Steen, third at Mannington, has joined 
the ranks of the benedicts. Good luck, Steen. 

Charles Miller, third at Glover Gap, is ofT on 
a six months leave, and is being relieved by H. S. 

Mr. McCracken, second at Glover Gap, is ofT 
on a leave of fifteen days, and is Ix'ing relieved 
by Mr. Eneix. 

J. L. Springer, third at Colfax, bid in New 
Martinsville, first. The boys on the East End 
are sorry to lose him as he was a great help to 
them in various ways. We all wish him success 
in his new office. 

A. CJ. Youst, Correspondent. 
Dear Sir: 

1 contend that Brooklyn Junction is the 
greatest "tonnage office" on llie system. The 
dimensions are 10 x 12 feet. We have seven 
wires and two register cases. The a.ssistant 
trainmaster, the a.ssistant road foreman (»f 
engines, the supervisor of track and night yard- 
master all have their offices here. If there is 
any office ran beat us for "tonnage," would 
be glad to hear from it. 

r- V. A. .Vi.i.FX. Operator. 


Correspondent, J. H. Oatey, Y. M. C. A. 
Secretary, Parkersburg 


C. E. Brva.n Superintendent. Chairm;in 

S. T. Archer Engineer, ViceChairmun 

A. Mace Trainman 

P. J. MoRAN ^■^r.;I:.:ln 

R. L, COMPTOX >. ; ::, in 

C. L. Parr 1 ,:■ 

W. B. Winkler Aiiinr. Op.T:itor 

W. M. Higgins Maintenance of Way 

W. E. Kennedy Claim Atjcnt 

J. H. Oatey Y. M. C. A. 

A. J. BossYNS M. D., Relief Department 

Mr. Brannon, of LatrobeStreet. fireman on the 
Baltimore & Ohio, fell from his engine while at 
work Saturday and sustained serious bruises. 
He was given medical attention immediately, 
and will be able to return to work in the course 
of several weeks. 

William Hall, an Ohio River Division en- 
gineer, was painfully injured and had a narrow 
escape from being fatally hurt in an acri«lent 
which occurred in the local yards a short time 
ago. Engine Xo. 321, of which Mr. Hall wa.s 
at the throttle, was sidewiped by a car which 
was backed onto the track by engine 1234. Mr. 
Hall was struck by fiying debris and sustaine(l 
a severe cut on the head and other contusions. 
At first it was thought that he was badly hurt, 
but later it was discovered that his injuries 
were not of a serious nature. He was attended 
by Dr. C. B. Blubaugh. When it was found 
that he was not badly hurt he was taken to his 
home at 18tX) Covert Street in a cab. 

M. B. Craig, dispatcher "HA" otfict>, has 
returned to duty after a short illness. 

(i. R. Vanvaley. agent at St. ^La^ys, ha.s re- 
returned to duty after a two weeks' vacation. 

S. S. Roush, secretary to superintendent, is 
contemplating moving into his new home on 
Covert Street. This handsome residence will 
be completed about December 1st. 

T. P. Bunigarner, agent at Xew Haven. h:ia 
just returneil from a two weeks' vacation. 
During Mr. Bumgarner's al)sence extra agent 
S. ^L McDermitt has been acting aa agent at 
Xew Haven. 



Extra agent O. R. Higgins has returned to 
duty after a protracted illness. 

W. F. Evans, operator VOB" office, has re- 
turned to duty. He was relieved by operator 
B. N. Kinkead during his absence. 

C. D. Barker, who has been operator at 
Raven Rock, has returned to his old position as 
brakeman. A. M. White is his successor. 

C. W. Mayhall, coal billing agent, has been 
spending his vacation in New York city. 

C. C. Mader, fireman, has returned from a 
visit to his old home in Virginia. 

F. M. Baker, clerk, division freight office, 
made another trip to Clarksburg Saturday. 
There certainly must be an attraction there for 

George Bohn has returned from Clarksburg, 
where he spent a few day. He did not go with 

Charles Murray has been employed as 
messenger in superintendent's office, vice 
William Johnson, resigned. 

Briny Burke, our efficient baggagemaster of 
the Ohio River Station at Parkersburg, has 
returned from Butler, Pa., where he spent a 
few days. 

Conductor Ratcliffe has been off duty for a 
few days on account of a very bad cold. 

Baggageman Remus Anderson on Nos. 711 
and 712, has been ofT duty for about ten days. 
As he was getting off at Spencer he fell between 
cars and platform, sustaining painful but not 
serious injuries. 

"Bud" Wiggins, stenographer, division en- 
gineer's office, is building a house up the car 
line. He expects to complete it about Decem- 
ber 1st. 

W. M. Higgins, assistant division engineer, is 
the proud father of a nine pound boy. But he 
has nothing on *'Andy" Proffitt, M. of W. time- 
keeper, who has been blest by the presence of an 
eleven pound girl. Both men received the 
hearty congratulations of their many friends. 
They responded by passing the cigars around. 
We extend our best wishes for bright futures 
for the new arrivals. 

As the result of a trip to Sulphur Springs, 
Frank Owens, of division freight office, became 
mixed up in court proceedings with a prominent 
hack driver, A. Willis. Mr. Owens' suitcase 
failed to show up, and upon taking up the 
question with the driver, the latter did not 
seem to have a good recollection of what had 
laecome of it. -When suitcase was finally taken 
into court Mr. Owens' loss was made good, 
showing that he had a very good case. 

O. J. Kelly, division master mechanic at 
Parkersburg for the past several years, has 
been promoted to a like position at Newark, 
Ohio. He is succedded by J. B. Elliott of New 
Castle, Pa. During Mr. Kelly's stay at Park- 

ersburg he made many friends, who wish him 
success in his new position. 

We had the pleasure of greeting Mr. Coon 
and Mr. Hair of the General Safety Committee 
at a meeting held in superintendent Bryan's 
office October 2nd. This meeting was followed 
by a meeting at Ohio River shops, which was 
largely attended by shop men. 


Correspondent, W. T. Lechlider, Superin- 
tendent, Cleveland 
C. H. Lee, Dispatcher, Cleveland 


W. T. Lechlider Superintendent, Chairman 

A. N. Neiman Vice-Chairman 

J. T. McIlwain Master Carpenter 

Dr. J. J. McGarrell Assistant Medical Examiner 

W. K. GoNNERMAN General Car Foreman, Lorain, Ohio 

E. R. Twining Clerk, Cleveland, Ohio 

J. Weins Engineer, Lorain, Ohio 

VVm. Canfield Engineer, Cleveland, Ohio 

F. W. Hoffman Conductor, Cleveland, Ohio 

W. Shaar Hostler, Canal Dover, Ohio 

W. S. Berkmyer Brakeman, Canton, Ohio 

C. G. MoiNET Traveling Fireman 

T. L. Terrant General Yardmaster, Lorain, Ohio 

J. H. Miller Agent, Strasburg, Ohio 

J . Cline Assistant Yardmaster 

E. D. Haggerty Conductor, Akron Jet., Ohio 

R. H. Troescher Agent. Howard St.. Akron, Ohio 

T. Kennedy Supervisor, Cleveland, Ohio 

E. M. Heaton Division Operator 

G.J. Maisch Division Claim Agen t 

How easy it would be for fatal wrecks to 
occur on any road where the employe intrusted 
to the proper handling of trains becomes care- 
less or makes an error or uses poor judgment. 
Each accident of this kind or other troubles not 
so great are immediately laid at the door of the 
division superintendent and he comes in line for 
censure many times for something he could not 
overcome. He is expected to handle the divi- 
sion and to keep the force in proper working 
order. It is not possible for him to be at two 
places at one time. Neither can he follow each 
individual who is instructed to perform some 
particular service. How many of us have done 
things wrong when the superintendent has stood 
for it and after lining us up, has made proper 
explanations to cover our misdemeanors. 

It is only natural for us to become lax at 
times, but it is dead wrong to encourage or 
condone it. There are but few of us who re- 
port all the disobedience of rules that comes to 
our notice. But by not doing this we are not 
loyal to the company. 

Take the accidents due to poor or improper 
flagging. There are many times that a flag- 
man walks just a few feet from the rear of his 
train and in the sight of some trackman or 
track foreman or yard clerk or some other em- 
ploye and they pay no attention to it, or if they 
do, they fail to report it. 

The success of this railroad, and all others, 
as well as the success of our "super" or officers 
and ourselves, is due to the prompt and proper 
performance of the individual. 

THE BALTIMOHK AM) oUlo i;.M l'L()\ KS M \(i.\/lNK 


Let us not forget this and every daj' when \v(5 
start work, start with a determination of doing 
more than wo did the day before, and to keep 
awake to our surroundings and call attention to 
every case of failure to comply with the rules. 

A. N. Neiman, secretary to superintendent, 
has been appointed vice-chairman of the 
Cleveland Division Safety Committee, vice 
E. il. Clindenist, furloughed. C. L. Pumphrey, 
agent at Massillon, Ohio, has been appointed 
member of the safety committee, vice \V. II. 
Huch. furloughed. 

Iv M. Heaton, division operator, and CI. J. 
Maisch, division claim agent, have been ap- 
pointetl members of the Cleveland Division 
Safetv Committee, vice A. J. Bell and Geo. 

J. H. Miller, agent at Strasburg, Ohio, has 
been appointed member of the Safety .Com- 
mittee, vice C. L. Pumphrey, resigned. 

Business is still the heaviest in the history 
of the division both on the C. L. & W. and 
C T. & V. Districts. All of the superinten- 
dent's staff has been engaged in facilitating the 
movement of open cars both in the direction of 
the loaded and empty movement. Special 
pickups are being run to keep the open cars 
cleared up. The demand for open top cars is 
from both the ore docks at the lake end and 
the mines for coal. Some idea of the increase 
of business may be gained from the fact that 
the movement from Cleveland has increased 
435 per cent. 

Im|)rovements have been completed on the 
Akron freight house, which greatly facilitates 
the freight house work at that point. 

Brakeman J. V. McConahy has been pro- 
moted to conductor, and passed the examina- 
tion on C. L. & W., C. T. & V. and New Castle 

Justus has been changed from a lap siding to 
one long siding with a middle crossover. 

Engineering department is still working on 
the two bridges at Beach City, which wer(> de- 
stroyed during the flood last spring. The 
extremely heavy road movement has interfered 
with their work somewhat, but the structural 
iron is now being placed on the newly built 

Agent Phillips at Canal Dover is as happy as 
a boy with a new rattle; you know they have 
built for him a new freight house eciuipped 
with the very latest improvements. 

We are glad to hear of the promotion of our 
former road foreman of engines to trainmaster 
at Garrett, Ind., on Chicago Division. 

L. R. Brandenstein becomes tonnage clerk in 
place of L. C. Kirkland, promoted to time- 
keeper's clerk at Cleveland Divisional offices. 

Superintendent W. I . Lechlider has paid a 
high compliment to the road firemen for their 
care with the complicated apjciratus of the new 
stoker engines. \\ C have only had one failure 
of a train to make its time due to the stoker 
not working properly. 

Dispatcher John Wagner has returned from 
his vacation, spent in ^Iichigan with his wife's 

Its moving time again; dispatcher Lucas has 
borrowed "Jud" tirifliths moving van for its 
annual trip. 

In a given two hour and twenty minute period 
on the west end dispatching district, there 
passed Grafton twenty-two trains, ten of theni 
on the double-tracked Big Four and twelv<; of 
them on our line under dispatcher Robinson. 
Some movement for a single track line. 

A system of calling at Cleveland has been 
introduced to facilitate the movement of 
trains. Chief caller Sullivan is in charge. 

Mr. Clinendist having resigned as division 
claim agent to accept service with the X. Q. T. 
Co., Mr. Maisch of Youngstown comes to 
the Cleveland Division in his stead. 

Captain Doney, of our police department, 
we understand has succeeded in solving one 
of the mysteries of the depot. The person 
responsible for placing the yellow crepe on 
Mrs. Malloy's door was no other than our 

No bear stories of l)ig gtime have yet reached 
our ears this season, but it looks as if some of 
the boys are getting ready for them. Chief 
dispatcher F. J. Hess is priming his gun for 
the time when the lake season shall close. 

''Ed" Doty having returned to Clark avenue 
3'ard office, John Fahy, Jr., takes the tracing 
clerk's desk in chief dispatcher's office. 

Our relief agent, M. T. Hill, has returned 
from a vacation spent piirtly in Michigan aji<i 
parti}' in his home state. 

Assistant yardmaster, II. II. Beard had a 
very bad fall on October 20th., caused l)y his 
foot slippmg ofT a rail. He was confined to 
his home a couple of days. This demonstrates 
the necessity of always being careful. "NVver 
step on a rail — step over." 

Yard clerk Warren and stenographer and 
chief clerk McCauley, all of the general yard 
yardmaster's force, are planning a trip to 
Baltimore to see the home folks. If all the 
things happen which they have planned, the 
monumental city will hear considerable noise 
in the near future. 

Passenger brakeman Albert Murphy, who 
was hurt at Lester some weeks ago, is still 
confined to th(^ hospital, but is iniprovinp. 
We hope to see him back on his run in a short 



Even if we are on the extreme edge of the 
United States of America, and one false step 
precipitates one into the yvaters of Lake Erie, 
Little Dan Cupid is just as much on the job 
here as at other points. 

Brakeman Gilbert Irish has joined the bene- 
dicts and is away on his honeymoon to Balti- 
more, Boston and Canadian points. 

Yard conductors Furgason and Eilert and 
brakeman Bechler are among those who have 
requested transportation for "self and wife," 
on account of honeymoons. 

Silent Joe Woodings, our weighmaster, did 
not ask for a pass, but walked off one morning 
and came back a husband. We were not let in 
on this affair, but wish ''Woody" the best 
of luck. 

Yard brakemen A. Ruth and C. V. Golski 
have been transferred to Akron yard for the 
winter months. 

Has anyone seen ''Dutch" Stang? Some- 
body must have sprung a surprise test on him. 
The last one the trainmaster sprang on "Dutch" 
had rather a peculiar ending as "Dutch" put 
the air on from rear of caboose and the engineer 
got three or four draw bars. When dispatcher 
asked for explanation of delay at next tele- 
graph station he was given the following reply: 
"Dot air iss a great ding. Ask de drainmasder 
aboudt it." 

There are a few hundred employes on the 
Cleveland Division who regret that they could 
not hear the president make his address at Deer 
Park. From all we learn from our superin- 
tendent, trainmasters, etc., who were fortunate 
enough to be there, the talk was one which 
drew every man closer to Mr. Willard, and 
instilled in them a desire to do greater things 
than ever before in their respective territories. 

Our local staff and safety meetings do much 
towards drawing each man closer to the head 
of the division and to each other, producing 
good results in every way. Were it only 
possible for the president to have such spare 
time as would permit him to address the 
employes on each division, the results would 
be surprising. There are many of us on this 
division who hope to hear him at some future 

We recently had a peculiar case of Safety 
First in Lorain Yard, where one of our yard 
conductors, in trying to observe safety prin- 
ciples, was arrested for it and had to get 
$100.00 bail before the magistrate would let 
him go. I guess this is the first incident of 
its kind. It occurred viz. ; 

The yard men here are continually having 
their attention called to "Safety First" and, 
appreciating what it means to them and the 
entire yard, have combined to keep the good 
work up and to protect themselves along with 
others. For some time we had considerable 
trouble on account of employes not in train 
service, and outside parties working along the 

line of the yards, jumping on and off coal cars 
and engines to ride to and from work, endan- 
gering their life and limb. Trainmen were 
cautioned about this and told not to permit it. 
For their own protection they also made it a 
practice not to permit anyone to ride the foot- 
boards of the engines except those assigned 
to the crew. An employe holding a pass 
stamped "Good on freight trains and engines," 
boarded one of the foot boards and was asked 
by the conductor to get into the engine cab, and 
the engine was stopped for him to do so. He 
got off the footboard but would not get into the 
cab and when the engine started he again 
boarded footboard and told conductor he could 
not put him off. One word brought on another 
and when the conductor insisted upon his 
riding in the engine cab, a fight started and 
wound up in the arrest of the conductor. At 
the trial, no decision was rendered, it turn- 
ing out to be a case of hurt pride and personal 
feeling, and the conductor and crew after inves- 
tigation by the division officials, were permitted 
to resume work. The incident has made every 
trainman more determined to follow up the 
safety rules more closely than ever. 


Correspondent, T. J. Daly, Newark 

C. W. GORSUCH Supei intendent, Chairman 

O. J. Kelly Master Mechanic 

Dr. a. a. Church Medical Examiner 

H. B. McDonald Engineer 

R. B. McMains '. Yardman 

H. W. Roberts Yardman 

C. L. Johnson Agent 

D. P. LuBY Shopman 

C. G. Miller Shopman 

A. R. Claytor Claim Agent 

R. W. Lytle Yardman 

A, N. Glennon Trainman 

E. C. ZiNSMEisTER Master Carpenter 

C. C. Grimm Trainmaster 

E. V. Smith Division Engineer 

G. F. Eberly Assistant Division Engineer 

J. S. Little Road Foreman of Engines 

G. R. Kimball Division Operator 

G. E. Griffin is appointed acting day yard- 
master at Columbus, vice J. Donohue, furloughed 
on account of illness. 

Clarence Leady has been appointed night 
yardmaster at Columbus, vice W. C. Mathys, 

Trainmaster D. L. Host has been granted a 
well-earned vacation, and he and wife will leave 
for California on the first of the month. Dur- 
ing Mr. Host's absence dispatcher H. S. Conley 
is appointed acting trainmaster. 

E. C. Zinsmeister, master carpenter, Newark, 
is a delegate to the convention of the A. B. & B. 
Association at Montreal, Quebec. 

J. C. Packard, former engineer in district en- 
gineer maintenance of way Church's office, has 
been appointed general maintenance of way fore- 
man, with headquarters at Lore City. 

THE BALTIMOKl-: AXl) OHIO i:.\ii»l()m:s macazini-: 


E. W. Dorsoy has boon ai)i)()int('(i sij^iial su- 
pervisor, vice W. D. Carroll, transforri'd to New 
Castle Division in a similar position. 

Freight agent R. E. IMcKee, Mansfield, is 
contemplating a trip to California in the very 
near future. 

Operator C. W. Kimbrel went on a hunting 
expedition to Union Station recently and reports 
a very fine catch. 

Operator W. D. Danford was transferred from 
Columbus to 6th Street, Newark. 

Operator Grover Pierson is paying the old 
folks a visit at Trinway. 

Operator George J. Nagele spent a few 
weeks with friends at St. Louis, Mo., and 
Hot Springs, Ark. 

The following gang forrmen arc all at work 
after spending their vacations at difTcrent 
points in the country: John W. Hughes of upper 
machine shop; Daniel Ochse of air room; Jos<'ph 
H. Fuller of brass foundry; George H. Frank- 
lin of pattern shop; Clarence A. Church of erect- 
ing shop; Win. L. Clugston of erecting shop; 
John H. Cahill of rod and link room; Fred Ma- 
ranville of paint shop. 

Emmett Parson, assistant wreckmaster has 
returned to work after a short vacat ion. Some- 
one has supplied thelnformation that Emmett 
took unto himself a bride during his time off. 
His fellow workmen are all wishing him "good 
luck" in his new venture. 

Earle Holman. shii)ping clerk at store room, 
is again at work. Earle surprised his many 
friends by glutting marricil before leaving on his 

Photo taken at Media Tower <Xewark Division) by (Jperalor E. CI. HulTinan 

Operator Dan Leatherman was transferred to 
Cleveland Avenue, Columbus. 

Operator Nelson At wood recently- enjoyed the 
cca breezes at Atlantic City. 

We understand that operator Frank Moos is 
to be joined in the "holy bonds of matrimony"' 
soon. Well, Frank, here's success to you from 
all the boys. 

John Cullinan, gang foreman in erecting shop, 
John Keely, machinist in erecting shop and D. 
Duffy, .spring maker at smith shop, attended 
the world's series games at New York and Phila- 
delphia. All report a fine time while on their 

W. G. Killworth. foreman of the lower ma- 
chine shops, is again at work after a two weeks' 
vacation. He diviiled his vacation between 
visiting other shops of interest, and his favorite 
pastime of fishing. Mr. Killworth is an ardent 
fisherman and had some fine stories for the boys 
on his return. 

vacation. The cigars were also enjoyed on his 
return to work. Good luck to you, Earle. 

Harvey Smith and wife spent the week of 
October 6, visiting with friends in Cleveland, 
Ohio. They report a fine time. 

Anton Ei<enberger. machinist in lower ma- 
chine shop, is now a full fledged .\merican citi- 
zen. Mr. Eisenberger was granted his third 
and final naturalization papers on September 
25. "Tony" is very proud of them and reports 
have it tliat he passed .i very fine exami- 

Stanley Stater, machinist in roundhouse, left 
October 13th, to atteml a meeting of the ad- 
visory board of Relief Department in Balti- 
more, Md. 

Harry Lake, catcher for the Grand Ha[»id8 
ball team during the season of 1913, is now in 
our midst. Harry is workinir in the itio. --hop 
for foreman Wm. Sharp. 




Correspondent, P. A. Jones, Office of Chief 
Clerk, Connellsville 


S. C. WoLFEKSBEKGER. .Assistant Superintendent, Chairman 

A. P. WiLLUMS Assistant Division Engineer 

J. M. BoxELL Conductor 

J. H. Bowman Yard Conductor 

J. H. BiTTNER Locomotive Engineer 

Dr. M. H. Koehler Medical Examiner 

T. V. DoNEGAN Machinist 

F. Betne Division Claim Agent 

S. M. Bittner Extra Gang Foreman 

G, E. Bowman Fireman 

R. W. Hoover Dispatcher 

D. N. DuMiRE Conductor 

John Trwin Car Repairer 

J. R. Zearfoss Conductor 

The Connellsville Division has reason to be 
proud of the recognition it has received in the 
promotion of C. L. French to the position of 
assistant general superintendent of the Pitts- 
burg System. Mr. French was superintendent 
of the Connellsville Division for a period of 
three and one-half years. During that time 
he made a host of friends, and while we regret 
the fact that he has left us, we join in extending 
our heartiest congratulations on his promotion. 

As a further expression of the esteem in which 
Mr. French is held by the employes of this divi- 
sion he was presented, at a ' 'fuel meeting' ' he! d at 
Connellsville October 13th, with a very beauti- 
ful diamond ring, a pair of cufT buttons and a 
traveling bag for himself and one for Mrs. 
French. These were presented by superin- 
tendent O. L. Eaton, chief clerk W. O. Schoon- 
over and road foreman of engines B. F. Crolley, 
respectively. Mr. Eaton spoke in part, viz. : 

"Mr. French came to the Connellsville 
Division about three and one-half years ago. 
During this time the division has passed 
through some pretty strenuous times. It has 
handled the heaviest business in its history. 
The Sand Patch tunnel caved in and there 
were numerous other difficulties encountered. 
But notwithstanding this Mr. French leaves 
the division standing first among the other 
divisions on the System in efficiency. We are 
proud of the record that he has made, and 
while we will strive for still better results, 
we have reason to be very proud of our present 

"I wish to express my appreciation of his 
treatment during the time that I have worked 
under him. I feel that I have learned a great 
many valuable things from him. 

"In the successful carrying on of any business, 
it is necessary to have discipline, and it is true 
of the railroad company as with any other 
undertaking. When it was necessary for the 
superintendent to perform this part of his 
duty I feel that it was done for my own good. 
Whenever any encouragement was needed 
we always found the latch string on the outside 
and were made to feel that we were welcome. 

"Mr. French, your fellow employes on this 
division feel that they cannot allow you to 
leave them without some slight expression of 

their good will, and I have something here 
which looks to me like a miniature headlight 
and which will remind you of our friendship 
and the hearty esteem in which we hold you. 
I need not assure you that you are leaving us 
with our best wishes. You know it." 

Following Mr. Eaton, chief clerk Schoonover 
said in part: 

"A meeting of this character seems to offer 
an opportunity to say something about safety, 
economj' and greater efficiency. 

" 'Safety First' has become the slogan of 
this company. Safety of the lives and limbs 
of employes, the traveling public and property 
is the greatest single economy which every 
employe can further. We should always have 
'Safety' foremost in our minds and endeavor 
to convince our fellow employes that next to 
honor, 'Safety' is the dearest thing to them and 
their ifamilies in the world. 

"Economy in the use of materials and supplies 
and the conservation of time, energy and 
resources when exercised by employes is retro- 
active in its results. It benefits the companj'- 
and them as well. There is a moral obligation 
resting upon every employe to exercise the 
same degree of economy in the use of materials, 
supplies and time belonging to the railroad 
company that he would exercise in his own 
personal affairs. The company pays us good 
money for our services and in return they 
should get value received. 

'W^e have not even earned our wages when 
we have done merely that which we were 
obliged to do. We have done our duty onl}^ 
when we have done that which we know con- 
stitutes interested service. When we have 
put the best that is in us into the task, we will 
haA'^e the greatest efficiency on the Connellsville 
Division. Some time ago we thought that if 
we could get the division in first place we 
would be extremely happy; we succeeded in 
getting in first place and we are happy. But 
we must work hard to continue so. 

"Mr. French, we also wish to express the 
esteem with which we regard you and our 
admiration for your character. During the 
three and one-half years that you were super- 
intendent, and so ably controlled the ma- 
chinery of the Connellsville Division, each 
one of us has been given gentle counsel and 
encouragement at your hands. 

"We have not confined our gratitude to mere 
words, however; we have also purchased this 
pair of cuff buttons which we ask you to accept 
as one of our gifts. When you look upon these 
tokens will you not think of them as a memento 
of our pleasant relations? Our greatest gift, 
our good wishes, will go with you wherever 
you may go." 

Road foreman of engines B. F. Crolley then 
felicitated Mr. French viz.: 

"Some time ago we held a similar fuel meet- 
int at Connellsville and gave our departing 
road foreman of engines a present. In his 
little talk that night, among other things Mr. 
French said that there was somebody who 
pushed Mr. Cage along. It was his better 
self in the person of his wife. That is what 

riiK HAi/i'iMOKi-: AM) ()iii(> i:mi'i.()^i;s macx/im 


I say tonight. There was a woman holiiiul 
Mr. French who j)usheil him aloii^- 

"Mr. French, as a further token of our esteem 
we present to you this traveling l)an in the 
name of the Baltimore & Ohio employes of 
the Connellsville Division. It was the lady 
who made Mr. French what he is and we are 
g:oing to present him with this little grip for 
Mrs. French.'" 

Mr. French responded in part, viz.: 

"I must confess that this has taken me a little 
unawares, particularly because of the things 
that Mr. Faton has felt disposed to say in re- 
gartl to our relations. Everything about our 
relation.s, so far as I am concerned, has been 
harmonious. The three and one-half years that 
we spent together on this division have been, I 
think, three and one-half years of the most con- 
genial relations I have had during my entire 
railroad career. And while we have worked 
hard (the situation has required hard work)^ at 
the same time J have always felt that I have 
never had a more loyal corps of men, both as 
members of the staff and employesof theservice. 
than I have had here at Connellsville and on 
the Connellsville Division. 

"T have been on the Connellsville Division 
for three and one-half years. I have thought 
about the division during mj' waking hours and 
have dreamed about it at night, and some were 
not very pleasant dreams. I think we should 
feel a just pride in what we have accomplished 
on the Connellsville Division, for what we have 
done has resulted in putting Connellsville on the 
railroad map and putting it there in a way that 
has made it one of the most talked about divi- 
sions on the Baltimore & Ohio System. 

"These things are expressions from my heart 
and I am saying them not so much for what has 
been accomplished, as for your encouragement 
for the future. All that is necessary is for you 
men to do just as you have been doing, and to 
let out your belts just one more notch. We 
have left a pretty good record, but it can be 
made a better record, and I hope to see the 
Connellsville Division climb even higher. I 
know that with your present superintendent and 
.staff of men under him, we are going to real- 
ize greater things from you. 

''In being transferred to Pittsburgh I do not 
feel that I have left the division entirely. I 
feel just the same interest that I have always 
felt in the employes and members of the stafT 
on the Connellsville Division. I came among 
you practically as a stranger, but in a ver}- short 
time you made me feel that I was not a stranger. 
If, in handling the difficulties which have come 
up from time to time, I have done anything to 
lighten your load, or if I have been able to give 
you any advice, I want to assure you that it has 
been done with the kindliest feeling and it has 
been a plea^sure more than a duty to do so. I 
hope that the conditions on the Comiellsville 
Division among the members of the staff will 
be, if anything, a little closer than they were 
when I was here. 

"There is always a bright future ahead for 
the man who does his duty. It may seem at 
times that it is a long time in coming, but the 

opporfumty shows ilsclf when you leuj^t evpt'ct 
it. Don't get discourag*'*!; don't think you are 
going to remain in the same position; there is 
always something better for the man who (Uh'M 
his best and who tries to accomplish greater 
things. Opportunity will come to each of you 
if you will fit yourselves for it. Create the 
position for yourself so that th«' officials <»f iUo. 
railroad will look on you as a man who is ca{)able 
of accomplishing greater things. With your 
opportunitv will come gre:iter r<«.s(>onsihilitica. 

WAUliLX L'. iJi:u\\.\ 
Son of O. 8. Brown. As^^istant Agent, ."^luijhfield, I'can. 

1 never had that a,s thoroughly exemplified as 
since I have been in Pittsburgh. I tiiink one of 
the things we are prone to do is to disparage th« 
positions of those above us, not t hinking of what 
they are giving in .service and time. Kvery 
man has his own responsibilities; every man, sls 
he a*lvances in the walks of life, hiw uddod 
resj)onsibilities and you must school yourwlves 
to meet them when they come. 

"I cannot say how nnich I appreciate the gift 
which you have just given me, but I do know 
that it was not necessary to present me with 
anything to cause me to remember the men on 
the Connellsville Division. I have talked so 
much about the Connellsville Division that I 
.im having i>eople believe that there is none like 



the Connellsville Division. I maj' have been able 
to direct you in my feeble way by suggestions, 
and I think we have all worked by suggestions; 
nevertheless you are the men who have carried 
out those suggestions, and usually have done 
twice as well as I suggested. ]\Iy success on the 
Connellsville Division is the result of the loyal 
support I have received from the members of 
the staff and the rank and file. It makes me 
happy to think that I can leave the division 
with the kindly expressions of good will and 
friendship that have been given here tonight in 
part through these tokens. These, however, 
are of minor importance — it is the feeling which 
prompted you to make these gifts which greatly 
affects me. And it is such things which one 
should be verj' proud of." 

Effective October 1st, J. S. Gilmore, assist- 
ant trainmaster at Smithfield, Pa., in charge of 
the F. M. & P. branch, was transferred to the 
Chicago Division. He is succeeded bj' C. M. 
Stone, former assistant trainmaster, with head- 
quarters at Leckrone, Pa. Before taking up 
the duties of his new position Mr. Stone met 
with a very painful accident in the Connells- 
ville yard. While assisting to raise an ice 
truck at the ice house the door of the truck 
closed on his finger, crushing it to such an ex- 
tent as to necessitate amputation at the first 
joint. The injured member is getting along 
very nicely. 

L. M. Port, a member of the car distributor's 
force, died at his home in Connellsville, Octo- 
ber 10th, after an illness of about two months. 
Funeral services were held from the family res- 
idence in Tenth street and were in charge of 
Rev. Proudfit of the Presbyterian church. Mr. 
Port had a wide circle of friends in and around 
Connellsville, who extend their deepest sym- 
pathy to the bereaved relatives. 

The ever-busy stork while passing through 
Somerset on October 16th, stopped at the home 
of fireman and Mrs. W. J. Cartwright and left 
a baby boy to brighten their home. They are 
the recipients of many congratulations. 

L. H. Albright, former wheel pressman in 
Connellsville shops, has been transferred to 
Somerset as clerk to general foreman M. E. 
Martz, vice T. E. Carey, who has resigned to 
accept a clerical position at Meyersdale. 

C. Martin, a former brakeman, who lost his 
right hand while making a coupling at Ralphton 
No. 4 Mine, April 30th, 1912, has been appointed 
day caller at Somerset. 

General foreman M. E. Martz of Somerset 
spent his vacation hunting in the vicinity of 
Hyndman, Pa. 

Conductor W. R. Frazee of Somerset is also 
off duty in search of members of the feathered 
tribe. Bill left no word where he was going, 
doubtless being afraid that the caller would 
be looking for him. 

The D. F. Strayer Company of Johnstown 
erected a smoke stack on the second boiler 
which was put in operation at Somerset recently. 

Locomotive inspector H. J. Romesburg 
moved his household effects to Somerset 
recently, owing to the transfer of the shop 
force from Rockwood. 

Brakeman and Mrs. W. B. Frazee of Somerset 
are the proud parents of a baby boy. 

We are pleased to announce the complete 
recovery of Mrs. C. E. Stoops, wife of clerk 
to the assistant superintendent at Somerset, 
from serious illness following an operation. 

Assistant superintendent at Somerset has 
returned from New York, where he attended 
the wage conference with conductors. 

Brakeman C. W. Raygor, employed on the 
night shifter in Somerset yard, is wearing one 
of those smiles that won't come off, owing to 
the arrival of a baby boy at his home. 

Engineer W. E. Alexander of Somerset met 
with a very painful accident at Wells Creek 
Mine on October 9th, caused by a large lump 
of coal rolling from the coal tipple and striking 
him on the foot. He will be oft duty for a few 
weeks as a result. 

Brakeman L. H. Lee of Somerset has at last 
broken away from his single blessedness and 
taken unto himself a wife in the person of Mrs. 
Sadie Spangler. What's the matter with the 
single girls, Levi? 

Fireman ''Birdeye" Wilson, after having 
lost his regular run, decided to take time by 
the forelock and get married so as to avoid 
losing any time after taking another run. 

Conductor J. R. Zerafoss, conductor A. 
Eobb and engineer E. B. Brill of Somerset, 
have returned from a ten days' fishing trip to 
the South Branch. They report a very suc- 
cessful catch. 

Conductor J. M. Smith is building a new- 
home just east of Somerset. 

It has just come to light that L. H. Albright, 
in company with Miss Grace Mullen, daughter ■ 
of postmaster Mullen of Hyndman, went toj 
the Cumberland Gretna Green on September] 
1st and had the knot tied. Lloyd is clerk for : 
general foreman Martz of Somerset. 

A very sad accident happened to one of ourj 
brakemen at Cumberland on the evening of 
October 15th. J. C. Hostetler, while turning 
angle cock on first car in the train, was caught 
between engine and car when the engine dropped 
back. He was taken to the Allegheny Hospital j 
in Cumberland, where he died about 9.30 P. M. 
He was well thought of by his fellow employes] 
in the train service. 

Extra passenger conductor John Taylor has 
resigned his position to operate a farm which 
he has purchased in Florida, where he expects] 
to spend the balance of his days. 

Brakemen Edward and W. D. Long of Con-j 
nellsville were called to Martinsburg, W. Va.,[ 
a few days ago owing to the serious illness] 
of their mother. 

TlIK BALTI.MOKK AM) OHIO 1 -Ml'LoVI ;s M \(i\'/JM 

John Diirrali, pensioned brakenian of Meyers- 
dale, has started on a trip to San Francisco, 
Cal., for liis liealth. 

Brakeman C. Chambers of Connellsville 
was called to Oakland, Md., recently by the 
death of his sister. 

J. E. Creedon of the timekeeper's office, 
spent his vacation with relatives at Soldiers 
Grove, Wis. 

Yard clerks P. R. Lohan and J. P. Grouse, 
of Gonnellsville, while on their vacation took 
in the world's series in Xew York and spent 
several days in Buffalo, X. Y. 

Time clerk J. L. Scarry, assistant store- 
keeper M. Burch and machinist A. L. Friel 
of Gonnellsville took a few days ofif for a trip 
to Boston and Xew York. 

Mrs. H. Whitmore, wife of a Gonnellsville 
conductor, was called to Wilkes Barre, Pa., 
recently owing to the illness of her mother. 

Lost. — Pair of eye glasses in Gonnellsville 
yard or on a westbound freight train. En- 
closed in case marked "Wm. J. Bailey, ^M. D., 
Gonnellsville, Pa." If found please forward 
to general yardmaster, Gonnellsville, who 
will return them to owner. 

On the evening of October 28th, a committee 
representing the men in train service on the 
F. yi. 6c P. Branch called at the home of 
assistant trainmaster J. S. Gilmore, at Smith- 
field, Pa., and presented him with a handsome 
traveling bag and Mrs. Gilmore with a silk 
umbrella. The gifts were presented by engi- 
neer ''Bert" Hill, who gave a very appropriate 

During the past few years Mr. Gilmore has 
been assistant trainmaster of the Gonnellsville 
Division, in charge of the F. M. & P. District, 
with headquarters at Smithfield. Pa., to which 
position he was promoted from that of yard- 
master at Smithfield. 

The gifts mentioned were given on the 
occasion of his departure to the Ghicago Divi- 
sion, to which he was just recently transferred 
as assistant trainmaster, with headquarters at 
Chicago Junction. He will remove his family 
to Tiffin, O., where they will make their future 

Mr. Gilmore desires to e.xpress his apprecia- 
tion of the manner in which he has been remem- 
bered by the men, through the columns of the 

Operator T. G. Leonbergcr and family of 
Markleton, Pa., are spending a few weeks 
with relatives in Louisville. Kv. 


Correspondent, J. P. Hahhis, Chitf Clerk, 


C. P. .-VNtiEi.L Trainnuuster. Chairman 

J. L. BowsEK Shopman. Glenwood 

P. W. Keeler Yard Brakeman. Demmier. Pa. 

G. W. BoGARDUS . HcMid Engineer, Glenwood 

\V. H. Heiser Yar«i Conductor, PittsburRh, Pa. 

J. J. McGooGA.v Yard Conductor, 36th St., Pittsburgh 

E. N. Coleman Yard Conductor, (Jlenwood 

B. C. Wadding Pa-nsenRer Fireman, Glenwood 

Frank Bryne Claim .\Kent, Pittsburgh, Pa. 

Dr. N. B. Steward. Ana't Medical ICiaminer, Glenwood, Pa. 

W. H. Raley Passenger Brakemjin, I'itteburgh, Pa. 

G. G. Wise Koad Conductor. Foxburg, I*a. 

T. F. Donahue General Supervisor, Pittsburgh, Pa. 

H. J. Smith Agent, Junction Transfer, Pa. 

C. G. Harshaw Yard Conductor, Willow Grove, Pa. 

J. J. Bott Signal Foreman, Demmier, Pa. 

H. Knopp Road Conductor. West Newton, Pa. 

R. J. Murtland Road Conductor, ConnellsN'ille, Pa. 

T. D. Maxwell Road Engineer, Connellsville, Pa. 

J. S. Bartlett Sec'y, Superintendent's Office, Pittsburgb 

Division operator G. \V. G. Day n-ceiitly lost 
his youngest married daughter. She died very 
suddenly at her home in Wilkinsburgh. The 
telegraphers of "DS" office, Pittsburgh, sent a 
floral offering and a letter of sympathy was also 
sent by the members of the Ortler of Railroad 
Telegraphers of the Pittsburgh Division. 

Wm. Fellowes, the popular manager of "DS" 
telegraph office, Pittsburgh, has just returned 
from a well earned vacation. He visited many 
points of interest in the East. Wire chief L. E. 
O'Donnell was in charge during Mr. Fellowes' 

Telegrapher Eugene Murray of "DS" office, 
Pittsburgh, while on his vacation traveled over 
many parts of the Baltimore 6z Ohio, visiting 
Gleveland, Lorain. Akron, etc, taking a look at 
the places which he communicates with on the 
wire every day. 

Wire chief A. W. Showalter of "DS" office, 
Pittsburgh, will shortly leave with his family 
on a trip to visit his father at .Mi.ssoula, Mon- 
tana, rilr. Showalter, Sr.. is trairmiaster at 
that point on the Northern Pacific. 

Glerk to division operator Glarence Baker 
some few weeks ago was sudtlenly called to liis 
home on account of the death of his father. 
The boys on the line were all sorry to hear of 
Mr. Baker's loss. 

Ghief messenger Griffin, in the telegraph 

office at Pittsburgh, was promoted to messenger 
in the office of car distributor. .Messenger 
Roche was promoted, vice messenger Gritlin. 

Telegrapher J. Yeager, Jr.. local coipmittee- 
man of the Order of Railroad Telegraphers, 
will shortly go to Baltimore as a member of 
the Telegraphers' General Committee to meet 
A. W. Thompson, third vice-president, when 
negotiations will be opened up for a revision of 
the existing agreement. 



Operator A. A. Kayser, recently of Point 
Mills, has bid in clerk operator position at Elm 
Grove, vice D. G. Button, who bid on and was 
placed at Taylorstown as agent at that point, 
vice J. W. Hancock, who is now on sick leave 
in California. 

Operator J. V. Young took a flying trip to the 
Pacific Coast and visited Seattle and Port- 

Mrs. C. S. Kerr, wife of C. S. Kerr, of the 
car distributor's office, is visiting her old home 
in Mansfield, Ohio. 

Agent Leroy L. Williams, of Evans City, bid 
on Rand 2nd trie k in order to be near Pittsburgh. 
It is understood that Mr. Williams will take up 
the study of dentistry shortly. 

Operator F. B. Billups, late of Rand, has bid 
in a first trick at Vista. Here's hoping you like 
your first trick, Fred. 

AGENTS *"i?^S?eS^"' 

Novel watch-shaped lighter. Operated with 
one hand; gives an instantaneous light every 
time. No electricity, no battery, no wires, _ 
non-explosive ; does away with matches" 
Liglity your pipe, cig:ar. cigarette, gas 
jet, etc. Dandy tiling for the end of 
your chain. Tremendous seller. Write 
(luicli for wholesale prices and terms. 

K. Brandt Lighter Co., 148 Duane St., N. Y. 




Mustard Ointment 

Believes the pain of Rheuma- 
tism, Neuralgia, Headache, 
Sore and Stiff Muscles, Sore 
Throat, Croup, etc. Double 
the effect of the mustard 
plaster, but it never blisters; 
put up in handy tubes that 
prevent evaporation. Alwaj-s 
fresh, full-strength and ready 
for application. 

If your druggist cannot 
supply you with the genuine 
Zumota, send us 10c. in stamps 
for a Physician's .Sample Tube. 
Springfield, Mass. 

Greatest Ring Offer 
Ever Made 

This beautiful ring with the 
O.R.C.,B.R.T.,B.L. E., 
B. L. F., O. R. T. emblems, 
or any three initials engraved 
thereon, for $1.75. The ring is a 
high grade gold filled article and 
just the thing for a CHRISTMAS 
PRESENT. Agents wanted. 

ALLMAN'S SUPPLY HOUSE. 178N.LeamingtonAve., Chicago 

Please mention 

Operator E. E. Evans of Bertha E. D. T. 1st 
trick, has been brought into Pittsburgh and is. 
dispatching trains on 3rd trick on the Pike in a 
very creditable manner. Mr. Evans has been 
relieved at Bertha by operator A. O. Fair. 

Operator W. G. Fitzgibbons, late of Schenly 
tower, bid back into his old job at 3rd Marion 
Junction. "Fitz" finds it cold walking from 
Hazelwood to Schenl}' on the Junction R. R. 

Operator G. W. Dickenson, formerly coal 
billing agent at Glenwood, bid in 3rd trick at 
Rand, agent J. J. Carroll of Willock relieving 
him at Glenwood, agent F. Whetley of Allison 
Park relieving Mr. Carroll, and former agent 
R. R. Wagenman relieving Mr. Whetley at 
Allison Park. 

Operator A. J. Long on 1st trick at Callery 
is back to duty again after being very ill for 
several weeks. Operator S. A. Meyers took 
care of 1st trick at that point in a very credit- 
able manner. 

Operator C. A. Capehart, late of Bessemer 
tower 1st trick is now on sick leave in Cali- 
fornia, and writes that he is a much healthier 
person since his arrival there. He sends his 
"73" to all his "old time" friends. 

Operator "Jimmie" Moon of 2nd Wheeling 
Junction is now on sick leave on account of 
nervous troubles. He is contemplating a trip 
to his father's plantation near the Everglades. 
of Florida. He is being relieved by operator 

Ag^nt J. A. McKie of Knox, Pa., was recently 
made agent at EUwood City, vice J. H. Hossler, 

Account of shortage in relief agents, agent 
Louie Schmidt of Renfrew was sent to Ribolds 

Operator J. M. Fleisher is now happy because 
he is on his proper job, 1st trick at Butler. 


Correspondent, F, E. Corby, Chief Clerk, 
New Castle 


C. H. Waldron Trainmaster, ChairmaD 

C. B. Smith Yard Conductor, Painesville, Chic 

E. L. Hannan Pipe Fitter, Painesville, Ohio- 

D. B. McFate Yard Conductor, New Castle Jet., Pa. 

F. D. Abblett Painter Foreman, New Castle Jot., Pa. 

L. L. Wagnek Road Conductor, New Castle Jet., Pa. 

M. L. Ranet Yard Engineer, New Castle Jet., Pa.. 

Dr. W. W. HoB80N..Ass't Med'l Ex'r, New Castle Jet., Pa. 

F. C. Green Supervisor, Ravenna, Ohio» 

G. A. PuRKEY Road Conductor, Chicago Jet., Ohio. 

W. H. O'Mara Yard Conductor, Haselton, Ohio 

Chas. Crawford Road Engineer, Chicago Jet., Ohio 

H. H. Smith Agent, Newton Falls, Ohio 

this magazine 


J. K. Yohe, assistant trainmaster, New 
Castle Division, has been promoted to super- 
visor of transportation, Pittsburgh District. 
W. P. Cahill, chief dispatcher, has been ap- 
pointed assistant trainmaster, J. O. Huston, 
promoted from night chief dispatcher to day 
chief dispatcher, and C. S. Steinmetz, western 
district first trick dispatcher, has been pro- 
moted to night chief dispatcher. We are all 
glad to see the boys move up and wish them all 

Henry Loveridge, secretary of the advisory 
committee of the Relief Department, registered 
at the land drawing in Montana, but was not 

Clyde Biddinger, switchman, employed by 
the Baltimore & Ohio Chicago Terminal at 
East Chicago, was nominated for alderman, 
third ward. The primaries were held by the 
citizens' party on September loth. 

The new- sand house at East Chicago has been 
completed and is now in operation 


Correspondent, L. B. H.\rt, Engineer, 
Garrett, Ind. 

Contractors are busy at work on the new 
power house at East Chicago. 

Henry Bardley, machinist, is on the sick list; 

also Wm. Gursky, boilermaker helF>er. 


J. F. KebgaX Superintendent, Chairman, Garrett. Ind. 

M. J. Driscoll Shop Committeeman, Garrett, Ind. 

O. M. Baflet Engineer. Garrett. Ind. 

O. F. Bell Conductor, Garrett, Ind. 

H. P. Weirick Brakeman. Garrett, Ind. 

D. G. Thompson Fireman, Garrett. Ind. 

W. E. Sargent Yard Committeeman, Garrett, Ind. 

J. E. Llotd Assistant Division Engineer. Garrett. Ind. 

J. D. Jack Claim Agent, Garrett, Ind. 

Dr. H. F. HcrrcHiN80X..As6'i Med. Examiner. Garrett, Ind. 
R. R. Jenkins. .Secretar>- Y.M.C. A. .Chicago Junct., Ohio 

S. Abcheb Yard Committeeman, Chicago Junct., Ohio 

L. J. Davis Shop Committeeman, Chicago Junct., Ohio 

E. V. KuGHBX. . .Shop Committeeman, South Chicago, III. 

John Draper Acting Agent, Chicago, III. 

N. B. Bair Yard Committeeman. &3ath Chicago, III. 

J. W. HxrrruAX -\gent. Auburn Juncticm, Ind. 

J. S. Babnd Operator, Fostoria, Ohio 

T. E. Spurbur .Claim Agent. Tiffin. Ohio 


Correspondent, H. E. Hansen, Chief Clerk 



J. L. Nichols Chairman 

G. P. Palmeb Division Engineer 

F. E. L.\MPHSBS Assistant Engineer 

Alex. Craw Division Claim Agent 

J. F. Rtan Captain of Police 

C L. Heglet Examiner and Recorder 

H. McDoN.vLD Superv-isor. Chicago District 

Wm. Hogan Supervisor. Calumet District 

J. W. Dact Trainmaster 

J. W. Fogg Master Mechanic 

F. S. De Vent Road Foreman of Engines 

Ch.\9. Esping Carpenter Foreman 

C. I. Bendeb Goieral Foreman, Maintenance of Way 

James Gaghin Engineer 

ARTHrR Jensen Fireman 

Thomas Haset Switchman 

John Halbt Car Inspector 

Wm. Davis . Boilermaker 

Ch.\s. Stance Engineer 

John McLean Car Repairer 

Robert Sesson-s Engineer 

Oliver JonNsoN Fireman 

C. B. Biddingeb Omductor 

E. Sntdeb Conductor 

W M. Geotzingib Machinist 

Jas. Langton Machiri.«t 

T. F. Yates Blacksmith 

Harrt Marshall Car Inspector 

John Lawbley, pipe fitter, who has been sick 
since September loth. 1912, left for New Mexico 
for his health. 

John Keay, employed as a clerk at Robey 
street, has been promoted to the position of 
stenographer in the superintendent's office. 


If y-^u ar<? he-' -t ar. 3 am' tio-js 

■'.. I will 

-,. SB by 

r. -.r.ta- 

.;,.. L_-.r(.^ of 
y 1 rr.:..'v..- b'g 
-irrung* f' r spare 
VM-iv 01..J '.: d-^-.rcd. LnniaBj opfMitaBtly 
for Bea vtthont rmpltml to Kf> i » w lB<]r|tra<}- 
. nt for Hit. y alaahlo Book ac<l full { ftrtlrn- 
lars yrr-r. Writo tv-dar. 

Marileo Balldirr 
Pre«t. W a.hlnrtn". I». f- 



^> I wi'.I icll V. : •'- '<-• DROP HEAD 
: OAK C ft B t N E T HIGH ARM 

FRED BIFFAR. 180 S. Dearborn St., CHICAGO. ILL. 





Send sketch or model for search. Hightst ^^___^_^^_ 
reftrer^ces. Bestresults. Promptness Assured 

WATSON E. COLEMAN, Patent Lawyer 

624 F St., N. W. Washington, D. C. 

Please mention this magazine 



Correspondent, Clifford R, Duncan. 
Chillicothe, Ohio 


E. R. ScoviLLE Superintendent, Chairman 

J. R. Neff Trainmaster 

R. Mallen Road Foreman of Engines 

G. W. Plumly Division Operator 

R. R. ScHWAEZELL Assistant Trainmaster 

C. E. Wharff Relief Agent 

L. A. Pausch Supervisor 

O. D. Monte Train Dispatcher 

O. C. Gavins Engineer 

E. O. Brown Fireman 

J. A. Garson Yard Foreman 

G. F. Oberlander Glaim Agent 

Dr. p. S. Lansdale Medical Examiner 

T. E. Banks Gonductor 

J. W. James Brakeman 

H. M. GoLE Draughtsman 

Clare N. Beyerly and Miss Josephine Faulk- 
ner, time clerk in the transportation department, 
and R. W. West and Miss Annabelle Denton, 
were married at Chillicothe, Ohio, at high noon, 
Saturday, October 18th. The announcement of 
the West-Denton engagement was in a previous 
issue of the magazine, but the Beyerly-Faulkner 
engagement was made only a few days prior to 


"^■"■■"^"^^^"^^^"^^^■^^^^^ time. New 
proposition. Easy money made. Takes well in 
small towns as well as large cities. Will not inter- 
fere with present occupation. I made $7.50 from 
9.30 till noon, one morning recently. Write for 
sample and particulars. 
C. B. DIFFENDERFFER, 1732 N. Calvert St., Baltimore, Md. 

the wedding and was of considerable surprise to 
their many friends. Both couples are now ab- 
sent on a short wedding tour and will immedi- 
ately go to housekeeping on their return to Chil- 

Chief clerk N. R. Martin of the master me- 
chanic's office is spending the week-end at Wash- 
ington, Ind. 

Paul Copple, file clerk in the superintendent's 
office, has resigned, and his position is now filled 
by Carl luler. 

C. Wilkins of Baltimore, Md., has accepted a 
position as tonnage clerk in this ofl&ce, vice W. 
L. Sperry, who has been transferred to the time- 
keeper's office on account of the resignation of 
H. M. Mercer. 

Leo Mullen has also been promoted from night 
clerk to day clerk, vice Neal Griffith, resigned. 
The night clerkship is now being filled by 
Robert Erdman. 

Chief train dispatcher F. C. Donaldson, has 
been promoted to the position of assistant train- 
master. He is succeeded by night chief dis- 
patcher C. D. Pairin and the latter by dis- 
patcher Guv Davis, appointments taking effect 
October 18th. 

C. R. Duncan, chief clerk to superintendent, 
and R. Mallen, road foreman of engines, have 
returned from a trip to New York, where they 
went to see the world's series. While there they 
were the guests of Josh Devore, left fielder 
of the Philadelphia Nationals. They had the 
pleasure of meeting Matthewson, Tesreau, Her- 
zog, and the great all round athlete, Thorpe, 
and some other members of the Giants. 


The Mark of Quality for 
All Petroleum Products 

Texaco Illuminating Oils Texaco Auto Gasoline 

Texaco Motor Oils and Greases 
Texaco Lubricating Oils for all Purposes 
Texaco Machine Oils Texaco Engine Oils 

Texaco Greases Texaco Fuel Oil 

Texaco Asphalts Texaco Railroad Lubricants 

For Roofing, Waterproofing, Paving, Saturating, In- 
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Please mention 

Miss Leona M. Streitenberger, stenographer 
in the local freight oflSce, has just returned from 
a delightful trip at Washington, D. C., Phila- 
delphia and other Eastern points. 


Correspondent. O. E. Henderson, 
Conductor, Seymour, Ind. 


J. C. Hagerty Superintendent, Chairman 

H. S. Smith Trainmaster 

J. B. PuRKHiSEE .Assistant Trainmaster 

C. E. Herth Assistant Division Engineer 

John Page Division Operator 

J. Burke Foreman Car Repairs 

P. HoRAN Roundhouse Foreman 

T. J. EwrNG Relief Agent 

O. E. Henderson Conductor 

C. Q, Rogers Brakeman 

Earl Malice Engineer 

John Mendell Fireman 

Carl Alexander Switchman 

Dr. J. P. Lawler Medical Examiner 

J. J. Given Special Agent 

this magazine 


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Song: Writers' Magazine, beautifully illustrated book and 
valuable advice all free. 
DUGDALE CO.. 1094 Du^dale Bldd.. Washington, D. C. 

Please mention 

Fireman Fred Hinkle was run down some 
time during the night of October 2nd or morn- 
ing of October 3rd near Aurora and was horribly 
mangled. No definite account of the accident 
can be given as no one saw him at the time of 
the accident. Hinkle had been working on 
the Cochran hill engine for several days and 
had gone to Aurora that night to visit friends. 
The supposition is that he attempted to board 
a westbound train passing through there when 
he met with the fatal accident. Hinkle was 
thirty-one years old, single, and leaves a 
father, mother and one brother in this city, 
where he was raised. 

James Flanegan, who for a number of years 
was trainmaster's clerk, but during the past 
three months has been clerk to chief dispatcher 
Copeland, is on leave of absence. Miss Julia 
Feagans of the superintendent's office, Illinois 
Division, is filling the vacancy. 

Engineer A. W. Spillman has taken a through 
run on the Louisville Branch. Main line boys 
regret to lose Mr. Spillman as he was a hustler 
and a runner too. 

Quite a lively interest is being taken by the 
railroad boys in Seymour over the coming 
election in Seymour, owing to the fact that 
the mayor to be chosen has control of the 
appointment of our chief of police. Our present 
chief, T. J. Able, is an old Baltimore & Ohio 
boy and of course the entire railroad fraternity 
regardless of party affiliations is anxious to see 
Mr. Able reappointed chief. 

The regular Safety Committee meeting was 
postponed until October 24th in order to meet 
with the General Safety Committee from 
Baltimore. Owing to other pressing business 
John Hair of the General Committee was 
the only member who could attend this meet- 
ing. Before the meeting closed Mr. Hair gave 
the members of the local committee a very 
interesting talk on the ' 'Safety First" move- 
ment, on which the company is spending so 
much time and money, to make its road, not 
one among, but the safest road in the country. 
We feel that the safety movement has gained 
so much for the safety of both the traveling 
public and its employes that no one can help 
but notice the benefits derived by this great 
and humane movement. 

Fireman Carl Shaw and Miss Emma Miller 
of Indianapolis, Ind., were married September 
10th by Rev. Pettus of the Christian church 
of this city. Both are popular young people. 

Night chief dispatcher J. H. Demann has been 
promoted to day chief and dispatcher Parker 
has been assigned temporarily to night chief, 
both promotions being caused by the promo- 
tion of day chief Copeland. 

Engineers Thomas Gudgel and Joseph Stew- 
ard have returned from a fishing trip to the 
lake region of northern Indiana. 

G. V. Copeland, who for a number of years 
has been chief dispatcher here, has been ap- 

this magazine 

tim: iv\i;ii\;()m: wd oiiio I:.MI'I.<>^ i;s maca/im 

Free Trial 



No Money Down — 13 Cents a Day 

Get this otter on an Oliver I'isibliT Type- 
writer before you spend even $10 for some 
old-style, cumbersome, second-hand ma- 
chine or some little cheap make. 

Learn how 15,000 people have secured 
OWxQvs— the great zcorld-zcide leader of all 
maciiines— the $100 kind— the typewriter 
that made others adopt zisible writing — 
the typewriter that you see everywhere — the 
full size commercial machine. 

Extraordinary Price 

Our low price is a tremendous surprise to 
everybody — it seems impossible — but we 
have thousands of satisfied customers to 
testify that we live up to every claim. 

Rent Money 

Get the details ni our wonderful Rental 
Purchase Plan. Learn how you can own a 
superb \'isible Writing Oliver for a few 
pennies a day and no money dozen. 

Life Guarantee 

Read a copy of our record-breaking guar- 
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tected each purchaser for the entire life of 
the machine. 

Read a few of our testimonial letters from 
customers and learn how generous and fair 
we are in our treatment — how we wait for 
payments in case of sickness or misfortune. 

Half an Hour to Learn 

People who had ne\cr written on a type- 
writer learned from our plain instructions 
in half an hour. 

Let us tell you about the free trial privi- 
lege — how without advancing a cent to us 
you can have one of these fine machines in 

your ofljce or home U> nse free. \ue w^n't 
be urged to keep it unless y<.u arc jnore than 

No Red Tape 

W'e have no collectors. \\ c charge no 
terest. We aim to please you so thoruughi 
that you will tell your friends. 

Interesting Catalog 

Send your name today and get a remark- 
able book describing in detail the construc- 
tion of the famous Model 3 Oliver, telling 
how it's made and the features which put it 
in the lead. 

Creative Plan 

Get full details of the must remarkable 
selling plan ever devised for the purpose of 
putting standard typewriters in the hands 
of those who need them. 

Everything Is Free 

Your natue won't be followed up with a 
salesman — we have none. Just read about 
the typewriter, the low price, the easy terms, 
the life guarantee — that's all we ask. Please 
do It now. 

This coupon is to make it convonirnf for you to 
send for our offer fto7i\ Just till in your name and 
aiklress.tear out an<i mail— a lead pencil will <lo. 

Typewriters Distributing .Syndicate. 

116K 17 N. Michigan Blvd.. Cbiiailo 

rjentlcmen: )'iju Ciin wfiif tnf y>>nr btxd- ami fypr- 
writrr oittr (rrr. I am not buyinif unythinir or 

obiiiratinv: niNM.lf in .im w;»v. 



Please mention thin magazine 


pointed assistant trainmaster with headquar- 
ters in Seymour. 

Oscar Stevens, who has been running an 
engine on the Indiana Division, has also been 
promoted to assistant trainmaster with head- 
quarters in Seymour. 

Engineer C. H. Creager, a member of the 
advisory board of the Relief Department, has 
just returned from a meeting in Baltimore. 
Mr. Creager is also a member of the Examin- 
ing Board on the book of rules for the Indiana 
Division. He states that they have examined 
654 employes up to the present time, which 
shows how the Indiana Division examiners 
have been pushing this work along. 

Members of the Indiana Division Safety 
Committee were much pleased by the compli- 
ments passed by Mr. Hair of the General 
Safety Committee on the work that has been 
and is being done by the local committee here. 
]\Ir. Hair stated that no other division on the 
system had done more than the Indiana Divi- 
sion in the interest of safety. This speaks well 
both for our superintendent Hagerty and the 
men he has chosen for this work. 

Below is given a letter from conductor F. P. 
Green in reply to a request from a member of 
the committee for a report of any unsafe con- 
ditions that he may have noted along the road. 
O. E. Henderson, 

Safety Committeeman, 

Seymour, Ind. 

You have requested me to make reports for 
Safety Committee. Glad to say that I have 
nothing to report at present, as I have reported 
several things in the past, all of which I am 
proud to say have been looked after and reme- 
died. I think that if all the employes would 
get together and report all safety work to our 
genial chairman of this safety board, who is 
always on the alert for the safety and welfare 
of the employes on the division, in the next 
year we can make all other divisions of the 
system stand up and take notice of the pro- 
gress we are making in the interest of Safety 

Yours respectfully, 

F. P. Green, Conductor. 

On the morning of October 2nd, brakeman 
Perry Gates of this city was thrown from a cut 
of cars at Lawrenceburg, run over and instantly 
killed. He was a son of James Gates, deceased, 
who for many years worked for the old O. & M. 
and the Southwestern. Young Gates was 
twenty-three years of age. single, and had many 
friends here. The funeral on Friday, October 
3rd, was conducted by Rev. D. L. Thomas of 
the First M. E. church. 

Engineer Walter Darling, who was injured in 
wreck last July, is improving rapidly. He has 
not yet been able to get around without the aid 
of crutches. 

Miss Laura Shepherd, sister-in-law of brake- 
man Albert McGinnis of this city, died Thurs- 
day, October 2nd, after a lingering illness. Miss 

The Real "Firing Line" 
of the World's Work q 

The value of your hands and the work 
they must do, demand nothing less perfect 
in gloves than the pliable, strong and adaptable 
Hansen. It is the only glove which gives you de- 
tailed, personal service — worthy of your work. Ask 
to see this Protector - it has earned the name. 

Hansen's I 
Gloves i 

include the strong, but moderate f; 
weight "Glad Hand'' Gauntlet, flex- t 
ibie, durable. No binding seams; no 
scratching rivets. The leather in all 
Hansen's Gloves retains its softness. 
' smoothness and shape to the last. 

/Washing in gasoline leaves them as 
clean and shapely as new. 
i The many styles fully described in 
booklet, for every wear everywhere, 
include the Protector Gauntlet of 
strongest horsehide, the Slip-off 
Switchman's Mitten, etc. _ Gloves 
and mittens for driving, farming, mo- 
toring, motorcycling and ordinary 
wear. If yours is not a Hansen ceal- 
er, write and we will tell you where 
to buy. Address— asking for our 
Free Book — 


282 Milwaukee Street 

Please mention this magazine 

IllK BALTIMORE AM) olllo I ;.M l'L< )\ 1 S \l\(.\/l\l 

FREE to You 

The latest and the best talkin*^ machine 
at $50.00, the CORTOFONE, just out. 

Given away absolutely FREE 

This is a revolution of the talking machine business 

WITHOUT one cent of expense 
to you, we will send this won- 
derful Cortofone to your home 
wherever you are. An opportunity of 
this kind was never offered and may never 
be offered again. 

The Cortofone has the sweetest and clearest tone 
and at the same time is the most powerful instru- 
ment, bar none, even those sold for $200.00. You will 
be amazed, astounded when you hear it play. Listen- 
ing to a vocal record on the Cortofone is like being in 
the presence of a living, breathing performer. The 
Cortofone will bring the actual presence of the 
greatest band and orchestra organizations 
the greatest violin, cello and other in- 
strumental soloists right in your home. 

Tlie Cortofone is 21 'i inches lonsr, 15 1'';; in- 
ches wide. 13 14 inches higfh ; the usual price 
of otlier instruments of similar size is $50 00 
or more. 

The Cortofone has a powerful double spring 
playiny about four records with one windini,^ 

The Cortofone is built for a lifetime and we 
R-uarantee its mechanism for tive years. 

Remember that this wonderful Cortofone 
is given to you absolutely free without the 
expense of a singfle cent to you ; not on a free 
trial or for free use but it is given to yt)u as 
your property for all time without you pay- 
ing a single cent for it. 

How is this possible? 
How can we do this? 

The Cortofone is 21 '»' inches long. 15, >. inches wide and 13'i in- 
ches liii^di. 'Ilie u>.ual price of otlier instruments of similar size 
is 550 or more, 'riie Cortofone is finished in rich weath«.«red oak: 
is equipped with a powerful noiseless double spring motor, run- 
ning about four records with one winding. Its tone chamber is 
acoustically perfect ; the sound waves travel in an entirely 
enclosed chamber, free from the presence of any mechanisn-. 

Here is our answer: 

These wonderful Cortofone are given away 
for the sole purpose of popularizing the Cort 
records. The Cort records are all ten-inch 
size, double-sided; that is, every Cort record 
has two of the best selections, one on each 
side, and the price for each double-sided record is 75 cents, which is the regular price of other ten-inch records. 

There are about 800 selections of the world's very best music reaily on the Cort reconls now. They cc»ntain 
all the very best popular songs of the day, all the Grand Opera selections antl are all sung by the greatest art- 
ists, those who are daily delighting the most critical audiences of New York City : you can hear it in your own 
home whenever you want it— all the best bands, orchestras, violinists, or all the other concerts— and all these 
on the Cort records and on the Cortofone. 


This wonderful Cortofone will be sent to your home 
at once and you will never have to pay a cent for it, all 
you will have to do is to buy two C"ort records weekly or 
eight Cort records monthly ami pay 75 cents for each of 
these records wlien received. In order to get this won- 
derful free Cortofone till in the coupon and mail same 
to us at once. 

Cort Sales Co. 

330 Sixth Avenue 
New York City 

In the shopping cent 





the Shopp 

nn C^f 


?,M) 6th 


, New Yor 

k ( 

ity , 

Please send Cortofone free 




Plcnsr ftnntion (his magazine 



Shepherd was well and popularly known in this 
city, where she had always lived. The large 
concourse of friends who attended the last rites 
showed how well this young lady was loved and 
respected by all who knew her. 

We are showing the well kept and cozy little 
home of Henry Greenwood, machinist, of 
Washington, Ind. Mr, Greenwood, with his 
wife and two bright little children, can be 

pretty good marksman and has bagged some 
big game, we believe he would hesitate to pull 
the trigger if he came face to face with a real 
Michigan Dear. 

J. M. Shaj', general inspector at Cincinnati, 
has been transferred to another division. 
Before starting in on his new position he will 
spend a few weeks on a farm in West Virginia. 
Before leaving, the Cincinnati Terminal boys. 


seen on the walk in front. Mr. Greenwood 
has been employed at Washington shops since 
March 1st, 1903, and is very well thought of 
among the men of his craft and the management 
of the shops. 


Correspondent, Henry Eckerle 


C. L. Brevookt Superintendent, Chairman 

Henry Eckerle.. Chief Clerk, Correspondent and Secretarj' 

Dr. J. P. Lawler Medical Examiner, Cincinnati, Ohio 

C. E. Fish Agent, B. & O. S. W., Cincinnati, Ohio 

E. C. Skinner Agent, C. H. & D., Cincinnati, Ohio 

T. Mahonet Supervisor, B. & O. S. W., Cincinnati, Ohio 

J. Sullivan Supervisor, C. H. & D., Hamilton, Ohio 

F. S. DeCamp Claim Agent, B. & O. S. W. 

and C. H. & D., Cincinnati, Ohio 
J. M. Shay Gen'l Car Foreman. B. & O. S. W. 

and C. H. & D., Cincinnati, Ohio 
R. B. FiTZPATRiCK Trainmaster, B. & O. S. W. 

and C. H. & D., Cincinnati, Ohio 
S. O. Mygatt. .Depot Foreman, C. H. & D., Cincinnati, Ohio 
R. E. McKenna . . Yard Foreman, C. H. & D., Cincinnati, Ohio 
H. W. KiRBERT. Yard Engineman, B.&O.S.W., Cincinnati, Ohio 
John Gannon. .Yard Foreman. B. & O. S. W.,Cinciiuiati,Ohio 

E. C. Skinner, agent C. H. & D. at Cincinnati, 
will leave next week for a hunting trip into 
the wilds of Michigan. He is going after 
deer and other large game, and while he is a 

47 in all, attended a banquet in his honor at 
the hotel Sterling. C. M. Hitch was trans- 
ferred from Lima to Cincinnati, succeeding 
Mr. Shay. 

On October 18th, the White Sox and New 
York Giants, world's baseball tourists, started 
on their trip around the world, leaving Cin- 
cinnati on a special train over the C. H. & D. 
at 10.30 p. m. The train consisted of baggage 
car, four standard sleepers, two ten section 
compartment cars and one observation, all 
steel equipment. 

J. P. Fallon, recently appointed trainmaster 
at the Cincinnati Terminal Division is confined 
to his home with a severe attack of malarial 
fever. Here is hoping "Jim" will be able ta 
resume duty shortly. 

Our good friend, L. M. Burke, the hustling, 
young baggage agent at Cincinnati passenger 
station, had quite a novel experience the past 
week in the way of looking after and feeding: 
a trained bear. Among the pieces of baggage- 
received was a trained bear, checked in from 
Chicago, which the owner failed to call for. 
The bear remained on hand at Cincinnati for 
four or five days, during which time it was 
necessar}'^ for our friend Louie to feed and 
exercise him. We feel safe in saying that by 
this time Louie is as good a bear dancer as- 
ever stepped on the platform. 

Till': liAi.riMdiii; am>(iiihi i \ll■l.l>^ i.s \i\(;\/,im 


Correspondent, H. H. Summkhs. Ass'l Shop 

Clerk, Washin^tofi. 


E. W. ScHEER Supcrmteiuieni, Chairinnn 

J. J. Carey Master Moclianic 

E. A. Hunt Shop Inspector 

H. R. Gibson Division EncinoiT 

W. D. Stevenson- Medical Exaininor 

C. R. Bradford Claim Agent 

G. H. Singer Agent, East St. Louis 

R. C. Mitchell Relief Auent 

C. V. MowRY Conductor 

W. P. McDonald Engineer 

Fred Schawb Engineer 

W. GoRSAGE Yard Foreman, Shops Yard 

R. G. Lloyd Yard Foreman, Vincennea Yard 

C. \V, Shroyer Switchman, Flora. Ind. 

L. A. GivENROD Yard Foreman, Cone Yard 

H. K. Prichett Y''ard ForemaD, Springfield 

Firemen^Sy Engineers^ 




PXTRA quality 
^^-^ horsehide. Spe- 
cial selected stock, 
tanned by a special 
process which makes 
it fire-proof. Can be 
washed. Always 
soft and pliable. 

Seamless Palm 

Send for Catalog^ue 

Chicago Glove & Mitten Co. 

458 N. Halsted St. Dept. B CHICAGO 

G. A. Moore, iiiachiiiist al Flora shop, who 
ha.s boon laid up for tho past throe months with 
an injured foot, has rotiunod to work and hii* 
friends and follow workmen in Flora shop are 
^lad to have liim in thoir midst onoo more. 

C\ \V. Konnor, machinist, and .1. F. Ilandloy, 
pil)e fitter, both of Flora sho|> are spending their 
vacation in CJrafton. Mr. Honnor liails from tho 
(Irafton territory anfl lie journovod back to .see 
friends and induced Mr. Han<lIoy to make tho 
trip with liim tatho old stami)ing ground. 

M. J. (Iriffin, one of the oldest pasaongor 
onp;inoors on the Illinois Division, died suddenly 
at liis homo in St. Louis on October 3rd. Ho 

1 b 

\\ .-i^hiniiton onlx' ;i d:t\- r)r so lu-f. 


Your Credltj^ 
is Good XyC 

comfT'boc'ker Made in My Elgin Factory 

This is a .sample of .^i'i>0 b.'irK.iins. Vou .'i.-ivc f: 
15 to 5(¥ and .secure better qualilics than you liiu 
elsewhere. I .sell everythinsr to completely fumisli your 
home, also diamonds, watches, jewelry, and numenju.>^ 
'ithcr articles on the most convenient monthly iwy- 
1. lent plan, which is simple and easy, no red tape, no 
collectors— s.'itistaction xruaninteed. 

Get the Big FREE BOOK Today 

It shovT'^ l^f^iO hiirj.'iiiiix Ixiiut i f iil 
turf-dan<l,jroi>(rl yilcsirilxil. .Mun 
\n natural tDlors. It tt-lls all ahi 
my (ilaii. A i-ost card l>^in^;s it 
ti)>ou FKEi:. A.l.lrts.s 

ARTHUR LEATH, Pres. & Gen'l Igr.. 

A. l.l.ATII \ < <»., 
I.; :."> v;r..>t. Av... I l.i;iN. ii.i 


B. & 0. Operators Wanted, to Sell Fox Typewriters 

W'c w.mi ,1 I.dcal .\j;(.nl in tviiy c\l\ .md town where the l.i\ !>i-rurilrr i- ■ • 
now represented. If you do not care to do active .solicilinn yuu can be our "LiM-al 
Correspondent" and .send us in the names of possible custonicrs. If a sale results wc 
pay you a comnii.ssion. In either you will nce<i a Sample Typewriter to 
.ind to show. This we will let you have at a price so low you can easily afford to 
<iwn it. Furthermore, you can pay for it in small monthly installments and your 
commission can go to help pay for it. 

The Fox Typewriter is a beautifully finished, high Rradc, \'isible writer, with a 
Ii'sht touch and easy action and extreme durability. It has a back spacer, two-color rib- 
l)on, card holder. interchanRcable platens and carriages, is fully automatic, and is .sent 
out complete with fine metal cover and hardwood base. There is no "red tape" tied to 
this offer, and it is open to any rcspon.sible person in the I'nited States. 
Write today for full infi>Ti}:,:'ii>n M' rUm: /> .'"- O ,Ui;,C'.':i'tr 


-1061 Front Ave. 

Cjrand Kapids. Mich. 

B. £k (). Mufiaztnt* laquiry Cou;>on 


Please mention this magazim 



and as was his usual custom, had been around 
seeing all his friends and appeared to be in the 
very best of health. 

In the wreck which occurred when train 
No. 3 struck the rear end of a freight train at 
Summerfield, 111., on the morning of October 
6th, Henry Alberti, Sr.^ who was in charge of 
engine No. 1472 pulling train No. 3, was instantly 
killed. From what we can learn Mr. Alberti 
was in no way responsible for the accident. 
He had just been promoted to a regular pas- 
senger run and was on his first trip when the 
accident occurred. He was one of this com- 
pany's most loyal and reliable employes, and 
was a model husband, father and citizen, and 
in his death we feel a sincere regret. To the 
bereaved family we extend our deepest sym- 

bridges which went out during the flood last 
spring and the work of removing the old 
structure and putting in the new has been 
pushed hard, but as White River is a very 
treacherous stream to work with, the progress 
has not been all that was anticipated. 

We have just learned of the sudden death 
of Otto C, Busse, father of Phillip Busse, 
clerk in master mechanic's office at Wash- 
ington, Ind. Mr. Busse was also a brother 
of F. W. Busse, chief clerk to general super- 
intendent of motive power F. H, Clark, and 
resided in Vincennes. 

W. J. Donahue, piece work inspector in the 
car department at Washington, saved his vaca- 
tion this year until October in order that he 
could make a trip East and witness the world's 
series games. Mr. Donahue is a baseball 


Miss Nettie Feagans,who for years has been 
the able stenographer in the office of train- 
master C. G. Stevens at Flora, 111., has been 
transferred to a similar position at Seymour, 
Ind. As she has a sister in the Seymour 
office she feels that she will be better satisfied 
in the Indiana town, and we hope that she will, 
although we are sorry to lose her. 

The construction work of putting in the new 
bridge over White River, just west of Wash- 
ington, Ind., has been seriously delayed on 
account of an imderground current coming in 
and striking the cofferdam, which was built 
for protection in putting in new piers. This 
false work was all destroyed and it was nec- 
essary to have special piling prepared of length 
sufficient to get down far enough to furnish 
necessary protection. This is one of the 

enthusiast and thoroughly understands the 
game and it may be taken for granted that he 
enjoyed the games immensely. He is enter- 
taining his friends on the corner now by explain- 
ing to them what a wonderful pitcher Matthew- 
son is and, still more wonderful, how the Ath- 
letics can hit. 

If any one wants to know anything about the 
pleasures of making a trip of about 100 miles to 
see a girl Sunday night, starting home expect- 
ing to reach there about 2.00 a. m., waking up 
with the pleasant news that you will have to 
get out at the next station stop beyond your 
home town and sit on the platform till the next 
train going your way, which is two or three 
hours later, in order to reach home in time for 
work Monday a. m., just ask Leo Isenogle, 
fuel accountant in the master mechanic's office 

'1III-; iv\i;n.M()i;i; wdoiiio l•;.Ml'L«^^ i:> macaziM' 

Safety First 




No. 200 

No. 800 


Insure Your Eyes from cinders, blasts of ice-cold air or lu>l winds. (lu>t. inM-cts and all 
other annoyances that will seek the eyes. Avoid it all by nsint^ Non-Strain Goggles. 
If your watch inspector cannot supply you pin a one-dollar bill on \(iur letter and we will 
send a pair to you prepaid. 

OPHTHALMUSCOPE CO.. 402 Dorr St., Toledo. O. 


Givo a Diamond for Christmas this year— tl.c »K-st of all Rifts. Notliini: rouM please wife or sweetheart l»-ttor. ( 
increaMii^' in value aii.l always worth every cent you paid for it. Our .startling low prices on.i easy lonR tmio l.rrii 
iK! a rovclalion to you By our method, you buy direct from the importers, save all middlemen's profits and i 
la little amounts from time to time. 

Certified Cluarauteo with every Diamond— puaranteoinR its exact carat weight, color, quality and value, 
safe way to buy and save money— no inconvenience— and have the Diamond at ume. 

Perfertly cut, blue white Diamonds, gleaming, sparkling, scintillating — >,-.nuine high qii 
^ota cent to pay until you have ixamnud the Diamond. Wo send yii IVoe maciiii'vlii 
Kla.<M. Any Diamond here illustrated or shown in our Beautiful. FHtK. i ostly ArtCat.i 
Diamonds and Watches, will Ihj sent f<.r examination without ohligati.m. This ofT 
isi.pint •e\cry hoiivnt pvrson—oiicii to yoit. Notclhe wonderful values shown here. 
No. 30 (Platinum) H-'/iscanit — No. 31 ?a ct. — No. 32 }i ct 
No. 33 Yi ct. — No. 34 U ct. — No. 35 ?8 ct 
No.36 U /,« ct. — No. 37 ?8-'/-ct. — No. 38 fs ct 

Comparo these prices with others. 

Terms 20i down and 10^ monthly; 101 discount for cash. 

Wo import the rou^-li Diamonds, cut tli.iii 1.. r.-. ^ 
3.3 per cent duty, tiivo tin- saxiiig to you. \N rilo 
t'-lay forour hi- catalog and special World-lxal 
offerof OneCaral Diamonds for only *lt»(l,also 
aUiut our unparalleled buy.back offe 
All Diamonds, also Watches 
terms — no money first. Send 
f'T Catalog showing ni' 
than 1000 cU .leest 
Diamond Pie 

On Your 
Own Terms 


30 $75. 


^e?.^'*' The Walker Edmund Co., ^.S^" 

' ^ Diamond Importers, Dept. D 7 West MadiMn SW Ckicaffo 



at Washington. He has been there a couple of 
times and knows all the details of the game. 

It will be of special interest to many of the 
employes of the Illinois Division as well as 
friends elsewhere to know that C. B. Kellar, 
the hustling young agent of Washington, is as- 
piring to the position of mayor of the city of 
Washington. Mr. Kellar is a live young man 
and should he be successful in the race we have 
no doubt but that he will make a good mayor 
for that city. 

We had the general safety committee on the 
Illinois Division October 22nd and 23rd. They 
made stops at Washington, Flora and Cone, and 
at each point an interesting talk was given by 
the members on the subject of ''Safety First.'' 
The ''Safety First" movement has gotten all 
the employes on the Illinois Division interested 
and they are always glad to have the general 
committee come out to see us. 

The accompanying picture shows general fore- 
man W. H. Kellar and road foreman Fred 
Hodapp, the picture having been taken just out- 
side of Mr. Kellar's office in the engine house at 
Flora, 111. Mr. Kellar is general foreman of the 


Flora shop and Springfield District of the Ill- 
inois Division and Mr. Hodapp (the gentleman 
with the coat on), was recently appointed to the 
position of road foreman of the Illinois Divi- 
sion, with headquarters at Flora, 111., mention 

of which was made in the October issue of this 
magazine. At that time we were unable to ob- 
tain a picture of Mr. Hodapp. He is a hustling 
yoimg man of much ability and is making good 
in his new position. 

We are showing herewith a picture of the ob- 
servation end of Pullman car Miami, which 
runs in train 12 between St. Louis and Cincin- 
nati, leaving St. Louis at 9.00 p. m. It will be 
noticed that this car carries an electric sign 


which is by no means an ordinary affair and 
presents a very pretty appearance in the Union 
Station at St. Louis. We were able to secure 
this picture through the courtesy of Mrs. Ster- 
ling, the wife of our hustling passenger foreman, 
E. C. Sterling, located at St. Louis. 

For the benefit of the employes of the Wash- 
ington shops, we want to use this magazine to 
announce the reason S. E. Nell, steel car fore- 
man at Washington shops, is wearing that smile 
that don't come off. He is the proud possessor 
of a new girl baby which arrived on October 
17th. Mr. and Mrs. Nell both came from Gar- 
rett and his friends on the Chicago Division 
will no doubt read this item with special inter- 

The employes of the Flora shop are proud of 
the new stationary boilers which have just been 
installed and placed in operation this month. 
The old boilers had been in ever since the shop 
was first built and were hardly capable of 
handling the business of the Flora shop, as the 
work has more than doubled since the shops 
were built. The new boilers will make the 
working conditions much better for the men as 
well as increase the output of the shop and the 
facilities for handling the work 

iiii; HAi/riMoiti: and oiiio i;.\irL()M;s m\(. a/ink 

Over one-half (S6'\>) of the Railroad Men of 
America on Railroads maintaining Official Time 
Inspection carry the 

Hamilton |Jatcl 

"The Railroad Timekeepet<nf America 

This fact is stron^j proof of tlie accuracy 
of tlie Hamilton— ami Hamilton accuracy 
is famous everywhere in America tiiat 
trains are run. 

The Hamilton Watch i< 


Enfineer Tom Cushin?. of th-- ■On 
Tra;n." Burlinpon Route, times his ""per- 
fcct score runs" with the Hamilton Watch 
which he has been carrying for years. 

Standard sizes and sokl b\ jewelers 
every vv'nere. For Time Inspection 
Service, Hamilton No, 941) il8 
size — 21 jewels) and No. 992 (16 
size — 21 jewels) are the most 
popular watches on American 
Railroads and will pass anv Official Time Inspection. For crenenU 
use you can buy a Hamilton movement from 512.25 to 5150.UU. 

Write for "The Timekeeper'* 

It illustrates and describes the various Hamilton models and is a book 
w.-ll worth roadiiis,' if you aro ihinkini: of buviii',- an accurate watch. 

HAMILTON WATCH COMPANY, Lancaster, Pennsylvania 
Master Builders of Accurate Timepiece* 


A" ^ 

mm ., i mm 




$60 a Week and Expenses 

That's the money you can g-et this year. 1 mean it. 1 want County Sales 
Manas^ers quick, men or women who believe in the square deal, who will go 
into partnership with me. No capital or experience needed. My folding bath 
tub has taken the country" by storm. Solves the bathing problem. No 
plumbing, no water works recpiired. Full length bath in any room. Folds 
in small roll, handy as an umbrella. I tell you it's greatf GREAT! Rivals 
$100 bathroom. Now listen! I want YOU to handle your county. I'll furnish 
demonstrating tub free. I'm positive — absolutely certain — you can get bigger 
money in a week with me than you ever made in a month before— I KNOW IT! 


That's what you k'et — every month. Nee<ied in CM-ry h^nic. haoiy 
wanted, ciik'erly bou>;ht. .Modern bathinv; f.icilities tor all thepcoplf. 
Take the orders right and lett. Uuick sales. iiiui;<-nsf profit**. Look 

resident Robinson Mf^. Co. 
lOlcdo. Ohio 

pffaae wrnlion (hifi tungnzine 



Correspondent, T. J. Reagan 

Office of Superintendent, Dayton, Ohio 


f. Corcoran Superintendent, Chairman 

B. Grove Agent 

. Bavis Engineer 

!\V. Day Conductor 

F. Gorman General Yardmaster 

M. Shea Trainman 

N F. Buckley Fireman 

H. BoHANAN Yard Conductor 

M. Thompson Trainman 

HUR West Trainman 

E. MoRAN Shopman 

NK Proctor Shopman 

A'. Holmes Shopman 

Gleason Shopman 

J. Taubkens Section Foreman 

H. Odell Secretary 

' Daniel L. Moorman who is at present travel- 
ing passenger agent of the C. H. & D. at Toledo, 
, Ohio, becomes northern passenger agent with 
/ headquarters at Detroit, Mich., succeeding J. 
/ Lee Barrett, who resigned to accept position as 
manager of Detroit tourist bureau. 

B. M. McNeff, at present traveling passenger 
agent with headquarters at Dayton, will suc- 
ceed Mr. Moorman as traveling passenger agent 
with headquarters at Toledo. 

F. B. Dickison, at present city ticket agent of 
the C. H. & D. at Dayton, will succeed Mr. Mc- 
Neff as traveling passenger agent with head- 
quarters at Dayton. 

The safety meeting held at Dayton October 
20th was very well represented. 

W. F. Packard, formerly dispatcher, but now 
inspector for the Ohio Utilities Commission, 
called upon the boys in the dispatchers' office 
recently. 'Tack" is looking younger right 

G. S. Smith, formerly dispatcher at Flora, 
has accepted a similar position with the C. H. 
& D. on the Toledo Division. 

H. C. Brant, assistant chief dispatcher, has 
been appointed division operator, and the boys 
are offering congratulations. 

B. H. Gehring, formerly connected with the 
Wellston Division as dispatcher, recently called 
upon the boys at Wellston. ''Ben" says the C. 
G. W. are doing a good business, and that 
"Safety First" is the watchword on the Corn 
Belt Route also. 

''Lon" Hackard, chief clerk to general yard- 
master at Perry street, returned recently from 
a pleasant visit with relatives in Chicago. 

C. E. Poe, traveling timekeeper from Balti- 
more, spent several days checking up the time- 
keepers on Toledo Division. 

We were all sorry to hear of the death of Wm. 
Rouche's father at Carthage recently; also the 
death of James Murray's mother. 

Wilber Morris has returned from a trip to 
New York City. 

E. J. Barrett, an old time operator, was 
among our callers recently. ''Ed" is now lo- 
cated in Los Angeles, Cal. 

Miss Clara Hoffman returned to work after 
several days' sickness. Miss L. E. Yesterling 
filling her position. 

L. C. Sauerhammer, supervisor hours of 
service bureau, spent several days in Dayton 
checking up items connected with his depart- 
ment and instructing on hours of service laws. 



Dayton, Ohio 


M. V. Hynes Superintendent, Chairman 

A. A. Jams Trainmaster 

H. G. Snyder Division Engineer 

G. A. RuGMAN Supervisor 

S. J. PiNKERTON Supervisor 

P. D. Fairman Engineer 

P. J. Sweeney Conductor 

H. E. RosEBOOM Conductor 

S. Fisher Section Foreman 

P. Clancy Section Foreman 

F. Drake Relief Agent 

S. M. Baker Supervisor 

Dr. F. S. Thompson Company Surgeon 

C. Greisheimer Master Carpenter 

E. B. Childs Stationary Engineer 

M. Rosen Secretary 

While making trip over the Ironton Branch 
on a motor car accompanied by master carpen- 
ter Greisheimer, making an inspection of 
bridges, preparatory to making up the regular 

B. & B. programme, a wheel on the motor car 
worked loose and left the rail, catching division 
engineer Snyder underneath the car, and badly 
wrenching his knee joint. Mr. Snyder was 
brought to Dayton on train 203 and placed in 
charge of company surgeon Thompson. Mr. 
Snyder will be confined to bed for about four 
or five weeks. 

E. J. Soehner has been employed as time- 
keeper in the M. of W. department to take the 
place of Chas. Shoemaker. 

Tonnage clerk in the superintendent's office 
L. S. ]\Iorrow enjoyed his "annual" vacation 
with the folks down home at Bartlett, Ohio. 

G. R. Pinkerton has been employed as M.of 
W. accountant on account of Lee Fleming 

L. E. Fenner, accountant on the Toledo Divi- 
sion has been appointed chief clerk to the 
superintendent, because of the promotion of 
T. J. Reagan to chief clerk to the superintend- 
ent of the Toledo Division. 

L. S. Morrow, the popular tonnage clerk of 
twenty-two summers hopes soon to have his 
new desk. Heretofore he has been using a 
little red table and finds it very hard to spread 

THE BAi/ii.M(Uii: AM) onio 1 ;.\i l•L(>^ i;s maca/im 


Here Is a Real 

Life Story 

That WiEl 

Interest You 

You, Who Wlotk for a Living, Wlill Be 
Interested in Tliis Story! 

On the first of |ani:arv, a man who had been How often have you neard it saui t;. . : ■; 

employed by the Baltimoie and Ohio Railroad, in ^ ;'^^'i^i:;;\^'?^;:{'i^:l::^ :::^y''^^won. "t 

one of the important departments in the general offices one d<sk ahv;iys? The trouble is not « nh t 

at Baltimore, stepped into the office or" t!ie Superintend- with ihe men themselv«>s. Consider, for ■ 

ent and said: "Mr. Superintendent, I've been with the ^vho aro^e f rom teleKr.iph op.rator u> 1 ' 

D ^ r\ r r x »jf»i. r •*/. Aortfiern Railwati; Samuel Kca, who I- i i 

? /* ^- ^?J fp"rteen years today I ve been a faith- ^...^^^^^^ ^,^., ^^J^ j^ the Pr, M.len.y of tn. . 

rut ana erticient man and I would like to nave more road; and Wm. J. Harahan. Fri~i.l«Mit of f r 

money than I am getting." Li»i«'/?ai/irai/,vvho ht>>;an asoffice hoy fort.if -> 

The Superintendent Replied: ;^f^ ^^^f;^?^ t:.t;J^^n}l'';. Illl-y' i:.:^e'\:;rh^n,':;.T;a. .i . . , . c . ;.' 

yiu l;;:;e a^hVnrl' ■ 'ra "T,! L:':?! t^i;^:-^>?:^er^riTh'!\?^ Ncw Jofas Now Open-EaiTi ffom $35 to $100 

tft^i'^^^^fll ^'^rraV/rr^ i?.^1./'^[/:' Tun'::;- t.ra^ri Weekly as Traffic Managers 

competent to do tlie work you are doinn. an<l lam perfectly ,, , , ■ ' n,- ! nt^t 

willi.ig to recommend an adv.imement for you, but not for Modern tr;.' •" ^ - "' ' ^■^"^^. 

the work you are d'Mnc now. I am not authorized to pay any oaliiiiB for s| 

more for that work tlian .\(ui are now gettinR; if 1 wire. >oii exi>ert knoul. i 

wouM luive h.en uett nir it Kmir .tl'o. But I'll tell von what ment to obtai n 

Iv.;il.lo. Iwill t-ive another job that pavs nuMU-y. to c/as*i/'/ Koo-l^ t.> <'''t ' 'i /■•"•>' 

/i..,, . XL • ■ J ■ X'lioyy busintsseompetition. Iheniaii' 

What other job around here can you fill? hisempiovenhathecommandsr. 

That last question was a stunner! What other job IJpi||f ^nA UnCrOWded PrOfeSSiOn 

around there could this man till when he had been atone l^*^" """ U"*/! """^" ■ iwitoaiwii 

<lesk all his life, doinu only one kind of work? Tlie result of Therear.- half a mill on T, \ K .1 ■-■•'''11 '^ Int.! ^# 

the interview was that this perfeetly capable, sol>er and States Praetieall v ev.rv . i- ^* 

honest man had to remain at his old job. not because the traffic man, and this need - ,' 

eup«>rint.ndeiit was unwillinc to advance him. not b.cause because of the recently ■■ .* 

there Wis no better job in that office, but BECArSKlHF] nnd inter-itate commerce r- . » 

MAN WAS NOT I'APAHLE OF KILLING ANY OTH KK JOB. f"r trained and efficient tr.irtic men i^ m...t.. tiuu« / 

In other words, opportunity knocked at his door, found him .-realer than the supply. There'a room for you. ^* 

unprepared for the call, and had to pass on without enierin;:. ^ *' I c ii 

How about vour own case? Where would you he ':: Study Traffic and J LabaI.e 

opportunitv; kn.cked ar your d.xir. or if you went out an I Interstate CommerCe / Extension 

found Mr. 'Oppor<unifi/" and cornered him for an interview. iii 3».ci i.^ w ^# 

Suppose this B. & O. K. R. man had been putting in. 1 . „. ^, Lnivcrsjiy 

sa.v. only one houreachevening— probably the hourhe actually " / n 740 rkj^»«« 

wasted in amu-emeni or idleness, durim: all these fourteen "; ^* ' ' '■^^ v«*i|» 

years, preparini; him<elf for a bettor place? Suppose he had ' j » 

been able to >ay to the superintendent: ' v,,u # , 

'/ can fill either one cf those vacancies in the 1 >• ^* M 

tariff bureau which mast be filled shortly" or "I '/, 0* "'•' .. .', ,, 

can fill Jones' job in the Accounting Department f, , ^^ V ' VTi^V'li^L''VrJJ*i:rV{l'^'f 

.,1 L ■ t J .1. e- t £ iL. al " , ( • - ' ■. ^#.indl ralDc tfook ire«*oi all coot. 

when he is promoted the first or the month. -j'^ , , . i- ^# 

NN liat tir-t \w>mM have been ni-i-e«.>ar> t.) i-iiaMe h : in to have „r .1. , "■. • • ^4 

made such statement:-.' Preparation, Competency nwi Trainnvj. it i- (nc » t: < ^ 1 ■ ^0 ^^ 


f * I ircupation 



i'ttilst fill Hi inn iliis ni<l/ilZifli 



himself. It is hoped that he will soon marry a 
young lady from Bartletts. Everj^body else is 
doing it. 

T. M. Edwards, agent at Celina, Ohio, re- 
turned to his duties on October 16th, after a 
much needed rest spent at Hot Springs, Ark. 

Our genial and popular chief dispatcher, J. J. 
Fitzmartin has again returned to his desk after 
enjoying a ten days vacation. During his 
absence, his duties were very ably performed 
by dispatcher L. E. Weed. 

Lee Fleming, our M. of W. & S. accountant 
has resigned his position in the office to take 
up the work of firing on the Toledo Division. 
Lee is looking forward to the not far distant 
future when he can take his place on the right 
side of the cab. 

(C. H. & D.) 

Correspondent, Roy Powell 

Superintendent' s Office 


R. B. White Superintendent, Chairman 

F. M. Conner Trainmaster 

C. W. Havens Assistant Trainmaster 

H. F. Reynolds General Yardmaster 

J. T. Clemmons Supervisor 

J. M. RouRK Supervisor 

F. Washam Master Carpenter 

Edw. Boas Master Mechanic 

E. A. McGuiRE Claim Agent 

Dr. Wm. Osenbach Examining Surgeon 

Dr. C. L. Truitt Examining Surgeon 

W, Strode Passenger Engineer 

M. J. Sharkey Passenger Conductor 

R. O. Glidewell Passenger Conductor 

J. Hoffner Yard Engineer 

Chas. Barth Blacksmitli Hf^lper 

Geo. Haxrahan Machinist 


Chief timekeeper Rowland spent last Satur- 
day night and Sunday with old time friends at 
Wellston. "Jap's" periodical visits to Wells- 
ton are causing some speculation as to their 
real meaning. 

The wedding bells have rung out twice during 
the month of October, engineers B. F. Shelton 
and L. T. Sifford both deciding that the high- 
way of life can be made more pleasant with 
some one to give a word of cheer after the run 
is completed. 

Miss Elizabeth Rowland has been employed 
as stenographer in the office of the chief clerk 
to take the place of J. S. Powell, who recently 

The postal photo herewith shows engineer 
H. C. Randall with his newly overhauled 
special pride, engine 207. "Hank" Randall 
entered the service of this Company as fireman 
in April, 1880, and was promoted to engineer 
December, 1880. He is one of the old guard on 
this division, having learned his trade in the 
old wood burner days. 

Engineer Randall has had the. reputation for 
years of being one of the up-to-date engineers 
in the care of his engines and when number 207 
was turned out of the shops a few months ago, 
she was given to ''Hank" and assigned to his 
runs exclusively. This is not a new engine by 
several years but with "Hank" Randall hand- 
ling and caring for her, she had the appearance 

rm; i*. m/iimokI'! and niiio l:.Ml'l.(»^ is \i\(,.\/i\i' 


The Challenge of Modern Efficiency 

^ The Royal has cut another Gordian knot of "Big Business" has 
solved another high-priced problem. The same standard model of 
the Royal that turns out your correspondence does the "special" 
classes of billing work without any special attachments, and type- 
writes tags, tabs, labels, record slips and cards of every known form. 
C| The Royal Master-Model is a modern letter-maker in a class by 
itself. The Royal does the most, for it does the work of several 
typewriters in one: (1) General Correspondence, (2) Writing upon 
all forms and widths of Cards. Envelopes. Tags and Labels, and 
(3) Condensed Billing, Loose Leaf and Unit Order work -all 
this without a dollar of added cost to the purchaser. 




A X 1) A (r !•: X 

T il i-: W U R I. 

Plensc rn(ri(u>>i this nuKinzitu 



of coming right from the factor^^ A sure way 
to start trouble would be to make light of her 
size or to intimate that her bell could be 
brighter. The many friends of engineer Ran- 
dall are hoping for his speedy recovery from 
the illness that has kept him off ''207" for the 
past several weeks. 

The entire division was grieved to learn of 
the sudden death of D. C. Christy, B. & B. 
foreman at Montezuma, recently. Foreman 
Christy was one of the oldest employes in the 
B. & B. department in years of service, and 
died after a very short illness. 

Adam Storch, blacksmith foreman, Moore- 
field shop is one of the hard workers in the 
Safety First movement and his latest bit of 
work along this line is the installation of a fine 
electric "Safety First" sign in his shop. The 
sign is copied from the Safety First button and 
is an artistic piece of work. Mr. Storch is 
justly proud of it as it was made in his own 
shop under his supervision. 

The monthly meeting of the Safety Com- 
mittee for October was held in the master 
mechanic's office at Moorefield and it was 
found to be a good plan as several of the shop 
men and other emploj'es at Aloorefield attended 

and many useful points were brought out and 

Miss Patricia J. O'Brien, stenographer to 
superintendent White has returned from her 
annual vacation and reports having had an 
enjoyable time. 

J. McKeown, supervisor on the Springfield 
Division who, by the way. helped to build the 
line from Indianapolis to Springfield, is relay- 
ing some of his light rail with the rail released 
on the Indianapolis Division. The only thing 
that disturbs him in this connection is, that 
there is not enough of it. The heavy rail in 
this territory makes a decided improvement 
and will be well looked after under Mr. 

L. E. Earlywine, statistical clerk in the 
superintendent's office has returned after a 
week's vacation and to all appearances was 
much benefited by it. 

Car distributor Gossert, familiarly known as 
"Mutt" is wearing the smile that won't come 
off, over the late arrival of a little son whom 
he has named Eugene. 

C. W. Havens, assistant trainmaster, was 
called to the Toledo Division to examine 
operators on manual block. 


Barnesville, Ohio, Oct. 1, 1913. 

Editor Employes Magazine, 

Baltiviore, Md. 
Dear Sir: 

I wish to commend the Company for 
the excellent magazine it is publishing in 
the interest of its employes. I read it 
with more interest than any periodical I 
get. Being an old emploj^e, now retired, 
the subjects treated especially appeal to 
me. I like the spirit of fraternity which 
pervades its pages, and feel sure that it is 
doing a wonderful amount of good to the 
men and indirectly to the service. 

I am glad to be numbered in the great 
Baltimore and Ohio famih^ and also that 
through the Relief Department a way has 
been devised to continue that relation- 
ship through life, even though I am be- 
yond the age for active service. I get 
most of the numbers of the magazine 
from the agent here, but am short Nos. 6 

and 10. If possible I would like to get 
these two numbers and have my name 
placed on the list for all future numbers. 
I am willing to pay the regular subscription 
price and will remit on notice as to amount. 

Fraternally yours, 

Isaac R. Lane, 
Pensioned Agent. 

Mr. Lane's name has been placed on 
our free list for each issue. What a gracious 
and kindly spirit he shows in calling us 
sixty odd thousand emploj^es all members 
of the Baltimore and Ohio family! 

The family — dearest of all earthly 
possessions — how rich its influence, how 
priceless its welfare! Next to our o^vn 
famil}^, our home famil}^, should come 
our business family. For the welfare of 
the first depends so largely upon the wel- 
fare of the second. Are we holding as 
high as we can the interests of our busi- 
ness family? 

TIIK BALTIMOKi: AM) oIIH) l;^llM.(>^l;s .M\(. A/INK 

rafonola this Christmas 

Make this Christmas last all winter. Give ) ''•:"'„ ( 
a Columbia the one ideal gift for all the 
family for all the year around. No one thing 
will give so much pleasure, to so many people, 
for so long a time, at so little cost. 

.N500 dealers i-(M'i\- to flcinonstrate nnv Coluinbia, plavin- any record that you sc-lcrt. \ uu 
can be sure it h a Columbia Iw the tone-control "leaves" at the front, which have taken the 
jilace of the old double-door idea. 

New catalou:s for iqti ready— Columbias from S25 to ?5"0- ^o" ^^''^^ ^^'^'^"^ ^"^ •'^''^'•'^^ catalog; 
of Columbia record-^ too. 

IMPORTANT NOTICE: AH Columbia Records will play on Victor Talking Machines; 
likewise all Columbia Grafonolas will play Victor Records. 



Box 418, Woolworth Bldg., New York 

Toronto: 365-367 Sorauren Ave. 
p-c- i!i ( • v\n< .I'l; 

Creators of the Talking Machine Industry. Pioneers and Lenders in the Talkine M.- 

chine Art. Owners of the Fundamental Patents. Largest Manufacturers of T.ilkinv: 

Machines in the World Dealers and prospective dealers write for a confidential letter 

and a free copy of our book "Music Money." Manufacturers o*" the Dictaphone. 


Please tnention this magazine 




T\)/infoMi^om%se keftcrs may come. Greeting: 




Said a Wise Fatherl 
To His Son: 



My boy, this diploma will give 

you a start in life — it will make you 

a prominent man in the Business World. In it you have an 

asset which you cannot lose by ^pecu.arion — one which cannot be stolen or taken 
from you. Panics may come and go — fortunes may be made and lost in a single transaction — 

your fellow-men may conspire to cheat you out of your goods and cha^-tels. but your legal education is with you for- 
ever. It is the one assetthatyoucouldn'tloseif you wished to. but it's an asset which you can convert into ready cash 
over and over again. I'm now getting old. Ere long I may be called to that bourne from which no traveler ever 
returns, but I'm happy to know that you are prepared to go out into the world and take your place among men and make good." 

These remarks from a father to son, are full of food for thought. That which this 
father has done for his son, you can do for yourself; or you can help do for your son, your brother, or 

the 3'oung man in whom you are interested, If you are an employer of men, encourage them to study law. It will 
come back to you a hundred times, in the increased efficiency of your employes. All you need is our help through our home-study law 
course and this you may have for a very small amount payable in small monthly sums. 

You Receive Our Law 
Library Without Addi- 

fl^nSlI C^'riCi'^ With our Law Course, each 
«mvr AKU.A V/Vrk7 ■.• student receives.without ad- 
tional cost, our complete Law Library, consisting of 14 
volumes of American Law and Procedure. This Law 
Library is worth the entire cost of our course. It was written by 
over twenty of the deans and professors of law in the leading 
resident law schools and univer:rities. It cost us nearly $40,000, 
being more than the entire capital invested in many schools. 

Our Diploma Will Make You 
a Recognized Legal Authority 

We are authorized by the State of Illinois to confer on all 
our graduates the Degree of Bachelor of Laws {LL.B.) . Our 
diploma is one that you will feel proud to possess, because it is 
a recognized proof of your legal knowledge. 

WlllpVl ScflOOp We realize that the ques- 
▼ T 111C.H C?^11UU1. tion of selecting the right 
school is a hard one for you to settle in your own mind. It is es- 
pecially hard in view of the fact that ordinarily you must decide 

on a school from its own statements of its merits. Unfortunately, 
the school that is not based on sound educational principles can 
write just as attractive an advertisement and can get up just as 
attractive a catalog as can the school that is conducted on sound 
educational principles. For this reason we are willing to 
assume all the risk by not asking you to begin paying 
for our course until you have seen it. 

IF \T^t^ £>"¥%€*£> '^ ^^^ name of a handsomely illustrated 
M-i\ M.%M.K^Km:\^^ book we wish to send you free of charge. 
This book contains over 50 pages of ew7c?e«ce as to the merits of 
our Law Course particularly, and our University generally. The 
book is not filled with our own statements of ourselves, but with 
reproduced letters and statements from owr own ^■■■■•■■■•■» — — 
students and others who are competent to judi?e ^ 

us as an educational institution. This book is # ^^YT'D4^1\T 
costly and will be sent only to those earnestly ♦ V/vF «J JL Vrl^ 
interested in the study of law. / c- •■ r ^ • ii_: 

The attached coupon will bring the / La Salle Fxtension Lni- 

handsome"Evi(lenceBook"an(i full informa- # VerSlty,Dept.248,ChlCagO 

tion about our Home-Study Law Course. * , , ^ , r. i 

,^r 1 -L.- 1, J^ Send me the Evidence Book 

We have courses which pre- ^# and full information about 

pare you to be: ♦ your Law Course. 

Lawyer— Expert Accountv* ) 

antCC.P. A.) -Traffic Man-/ 

ager (R.R. or Industrial) # Name - 

— Business Manager — ^ 

Bookkeeper — Expert ♦ 


LLaSalle Extension University, Dept. 248, Chicago / 
=3Pi f=^= — I I =1 1 ii=nr^=i ^-» 

Please mention this magazine 



Baltimore AND Ohio 
Employes Magazine 







^e Christmasjpecial 

/JC cents is the price of a thousand different 
"•^ 10 -inch double -disc Columbia Records. 
Others from 75 cents to $7.50. 

Quality the finest. 
Reproduction the best. 
Will outwear any other record on the market. 

To demonstrate this a sample advertising record will be mailed you for 25c. 

Ask for catalog of records, also of Columbia Graf onolas from $25 to $500. 

IMPORTANT NOTICE-All Columbia Records can be 

used on your disc talking machine, (if any standard make). 




Manufacturers of the Dictaphone Prices In Canada plus duty 

Dealers wanted Write for special proposition 

Please mention this magazine. 

THE BALTIMOKK AM) Olllo l;Ml'L()^ i:s M \( ; A/ I \K 

charge: of scots greys at waterlog 

WELLINGTON held this regiment of cnvalrv in reserve at the battle of Waterloo, awaiting the supreme 
moment when an overwhelming charRe miirlit turn the tide of ba'tle. Tlie in; tant the French lines wavt red 
the order was given to charsre and the Scots (".revs Cavalry hurled themselves aj'ainst the French hkc a 
tliunderbolt. This charjTe ended forever the career of Napoleon and his dream of universal empire vanished av.av 
with the smoke of his artillery. The celebrated picture shown herewith from Kidpatli's Hi.- tor^', the original of 
which was purchased by (^ueen Victoria, illustrates but one event of all the thousands which makes up the history 
of every nation, empire, principality or power in the world famed publication. 

Ridpath's History^ World 

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Six Thousand Years of History 

"piDPATH takes you back to the dawn of history 
-"■^ long before the Pyramids of Egypt were built; 

down through the romantic troubled times of Chaldea's 
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No. 800 

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Why Gasolene Is Dangerous Around Home 

"Gasolene evaporates 
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frightful explosion." 
(Extract taken from 
"Individual Fire Fight- 
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safe plaything for your 
or your neighbor's 
A DANGEROUS PLAYTHING child? Then why store 
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not put It away in a 

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wonder that out of the 

Million Satisfied Users 

all over the world there has never 
been a fire traced directly or 
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most cotnplete fatcory or railroad 
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Write for our handsomely illus- 
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details on oil storage that are 
well worth your reading. 

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Home Plant and Gen'l Offices 
Box 2068 

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Sales Offices in all Centers and 

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Established 1885 

On the road look for 

"The Red Sentry" 

SAFETY FIRST-That's the thought behind 
the Ball Watch. The simple, sturdy 
movement cannot get out of order 
and is the higher charadter 
type for railroad 
service . 

Please mention this Magazine 



Volume 2 


Number 3 


G D 



Frank P. Church 

. . Cleveland Plain Dealer 

C. C. Riley 

.John Randolph Stidman 

Henry Van Dyke 

Lillian Bennet-Thompson 
. . .Lynchburg, Va., News 
Eliza Cook 

W. J. Duffey 

William 0. Freise 


Thomas N. Miranda 

From Clerk to Second Vice-President of the Baltimore & Oh; 

Is there a Santa Claus? 

Right of Way — A Cartoon 

Improved Handling will Increase Equipment Efficiency 

Rolling 'Round at Relay — A Poem 

Keeping Christmas 

The Night Before Christmas 

The Square Deal in Rate Fixing 

The Christmas Holly — A Poem 

Suggestions for Engineers and Firemen 

On Another Train 

Building a Home for Jennie Smith 

S. B. Henderson, the Runner-up in Ticket Sellers' Contest.. 

Santa Claus — A Poem 

Mirandy's Prize Cake 

Waste of Coal for which Firemen are Responsible. . . 

A Greeting from the Wheeling Division 

Fighting the Blizzard on the Cleveland Division 

Progress Along the Right of Way— Recent Promotions.. 

By the Way. 


"Safety First" in Pointed Paragraphs and Pictures . 
Editorial . . . 

Safety Page 

Special Merit Roll.. 
Among Ourselves. 

Published monthly at Baltimore. Maryland, by the employe* of the Baltimon 
and Ohio Railroad, to promote community of interest and greater efficiency. Con 

tributions are welcomed from all employes. Manuscripts and photographs will bi 
returned upon request. Please write on one side of the sheet only. 

A. G. Youst 
T. L. Tirrant 


From Clerk to Second Vice-President 
of the Baltimore and Ohio 

George M. Shriver Notable Example of 
Self-Made Man 

N THIS issue of the 
Employes Magazine 
we introduce our 
second vice-president, 
Mr. George M. 
Shriver, to the em- 
ployes of the Balti- 
more & Ohio-Cincin- 
nati, Hamilton & Dayton System. 

Mr. Shriver is the chief executive of the 
accounting department. He scarcely 
needs an introduction to Baltimore & 
Ohio men, for he has grown up in the 
service of the Company and is widely ac- 
quainted with the officers and employes 
in all branches of the service. 

It is an unwritten law of the American 
railroad profession that each employe 
stands upon his own merit and has it 
within his power to win promotion to 
positions of greater responsibility, con- 
ditional upon the ability to discharge 
duties of increased importance. Long- 
fellow wrote that, 

"The heights great men have reached and kept, 
Were not attained by sudden flight; 

But they, while their companions slept, 
Were toiling upward in the night." 

Mr. Shriver*8 career in the service of 
the Company has borne out the truth of 

Longfellow's inspirational lines. His ad- 
vance has not been made suddenly, but 
he has attained his present position as the 
result of over twenty-six years of con- 
tinuous service with the Company, during 
which there has been an utter disregard of 
fatigue when anything required attention. 

Mr. Shriver is the son of the late Rev. 
Samuel S. Shriver, a Presbyterian minis- 
ter, and was born at Hightstown, New 
Jersey, in 1868. After receiving an edu- 
cation in the public schools of Baltimore, 
Mr. Shriver entered the employ of the 
Company in 1887 as a clerk in the Ac- 
counting Department, and was later in 
the service of the United States Express 
Company, which operates over this Com- 
pany's lines. 

In 1888, Mr. Shriver became private 
secretary to Charles F. Mayer, then 
president of the Consolidation Coal Com- 
pany, and when Mr. Mayer became presi- 
dent of the Baltimore & Ohio, in the fall 
of 1888, Mr. Shriver re-entered railway 
service as private secretary to the presi- 

When in 1896, John K. Cowen became 
president, Mr. Shriver continued as his 
secretary and also filled the same position 
under President L. F. Loree. In 1001, 



shortly after President Loree took charge, 
Mr. Shriver was promoted to assistant 
to president, and filled this position dur- 
ing Mr. Loree's administration and the 
term of President Oscar G. Murray. A 
year after Mr. Willard became president, 
Mr. Shriver was elected second vice- 
president at the meeting of the board of 
directors held January 12, 1911, and on 
April 11, 1912, was elected to the same 
office on the Cincinnati, Hamilton & 
Dayton Railway. 

The nature of Mr. Shriver's duties dur- 
ing his long service has given him an 
intimate knowledge of the physical and 

financial history of the Company and at 
the same time has brought him into daily 
contact with every feature and branch of 
the service, with the result that he is 
recognized as having a wide knowledge of 
the Company's activities and keen appre- 
ciation of the requirements both of the 
Company and the communities it serves. 
Last spring, when the Eastern Rail- 
roads decided to petition the Interstate 
Commerce Commission for an increase 
in freight rates, Mr. Shriver was elected 
Chairman of the Committee of Account- 
ants to prepare and submit the statistics 
in support of the application. 

The following, reprinted from the editorial page of the 
New York Sun, was written by the late Mr. Frank P. Church: 

WE TAKE pleasure in answering at 
_, once and thus prominently the 
^^1 communication below, expressing 
at the same time our great gratification 
that its faithful author is numbered 
among the friends of The Sun: 
Dear Editor: 

I am eight years old. Some of my little 
friends say there is no Santa Claus. 

Papa says "If you see it in The Sun it's so." 
Please tell me the truth; is there a Santa Claus? 

Virginia O'Hanlon. 

Virginia, your little friends are wrong. 
They have been affected by the scepti- 
cism of a sceptical age. They do not 

beUeve except they see. They think 
that nothing can be which is not com- 
prehensible by their little minds. All 
minds, Virginia, whether they be men's 
or children's, are little. In this great 
universe of ours man is a mere insect, an 
ant, in his intellect^ as compared with the 
boundless world about him, as measured 
by the intelligence capable of grasping 
the whole of truth and knowledge. 

Yes, Virginia, there is a Santa Claus. 
He exists as certainly as love and gen- 
erosity and devotion exist, and you 
know that they abound and give to your 


life its higiiest beauty and joy. Alas! 
how dreary would be the world if there 
were no Santa Claus! It would be as 
dreary as . if there were no Virginias. 
There would be no childlike faith then, 
no poetry, no romance to make tolerable 
this existence. We should have no 
enjoyment, except in sense and sight. 
The eternal light with which childhood 
fills the world would be extinguished. 

Not believe in Santa Claus! You 
might as well not believe in fairies! 
You might get 3'our papa to hire men 
to watch in all the chimneys on Christ- 
mas eve to catch Santa Claus, but even 
if they did not see Santa Claus coming 
down, what would that prove? Nobody 
sees Santa Claus, but that is no sign chat 
there is no Santa Claus. The most real 
things in the world are those that neither 
children nor men can see. Did you ever 
see fairies dancing on the lawn? Of 

course not, but that's no proof that they 
are not there. Nobody can conceive 
or imagine all the wonders there are 
unseen and unseeable in the world. 

You may tear apart the baby's rattle 
and see what makes the noise inside, 
but there is a veil covering the unseen 
world which not the strongest man, nor 
even the united strength of all the 
strongest men that ever lived, could 
tear apart. Only faith, fancy, poetry, 
love, romance, can push aside that cur- 
tain and view and picture the supernal 
beauty and glory beyond. Is it all real? 
Ah, Virginia, in all this world there is 
nothing else real and abiding. 

No Santa Claus! Thank God! he 
lives, and he lives forever. A thousand 
years from now, Virginia, nay, ten times 
ten thousand j^ears from now, he will 
continue to make glad the heart of 










^|^*:f .;'■ Jm^ 

oWof WAV 

Improved Handling Will Increase 
Equipment Efficiency 

Address of General Superintendent of Transportation 
C. C. Riley at Deer Park 

^.>o..>o..«.«.t^' dealing with the subject 
? ¥ 2 ^^ equipment efficiency, 

? I : consideration must be 

6 6 gi^'^^ tc> the factors that 

^->o»«>o«.o<««o<«4. Hmit performance. The 
principal factors which may be classed as 
uncontrollable are the average haul, the 
minimum load, demurrage rules, un- 
balanced traffic. Improvement in equip- 
ment efficiency must be made inde- 
pendently of the limiting factors. The 
remedial agents on which reliance must 
be placed are proper facilities and main- 
tenance thereof, improved handling 
through terminals, organization, super- 
vision, check of operations. 

Under normal conditions an important 
factor in performance of freight equip- 
ment is the average haul of the loaded 
car. It is not always realized that 
mere figures representing average miles 
per car per day do not always reflect 
car efficiency. A road whose average 
is twenty-five miles per car per day 
may be rendering more efficient service 
than a road whose average is fifty miles 
per car per day. 

Numerous attempts have been made, 
with little success, to increase the mini- 
mum carload. The operating and traffic 
departments are not always in accord 
as to what these minimums should 
be. A number of states either have 

laws or orders of state commissiuna 
prescribing the minimums. Railroads 
themselves are responsible for a number 
of low minimums. It is believed that 
some progress is being made, but not much 
can be looked for in the immediate future. 

One of the deterring influences on car 
efficiency is delay in loading and un- 
loading. These delays are legalized by 
demurrage rules, by orders of various 
state commissions and by state laws. 
It is doubtful if much can be done 
toward reducing these delays in the 
immediate future. It will probably take 
several years of commercial activity 
such as railroads are now enjoying to 
make a beginning. 

Unbalanced traffic is a feature greatly 
affecting car performance, which is given 
but slight consideration. Statisticians 
usually consider the movement of traffic 
in relation to direction only, regardless 
of the fact that it may be different on 
different divisions. The freight district 
is an operating entity and should be so 
considered in determining the effect of 
unbalanced traffic upon operating econ- 
omy and equipment efficiency. Direc- 
tion, on roads where the flow of traffic 
is subject to changes, should be dis- 

It is necessary that equipment be put 
in proper shape bv the time business 




moves in the early fall. Unless this is 
done there will be a lagging in operations 
which cannot be overcome during that 
season. Poor power means increased 
cost because of engine failures and the 
necessity of running lightly loaded trains 
and light trains to relieve engines that 
have failed. 

As a rule, performance of equipment 
is fairly satisfactory between terminals. 
The speed of trains on roads is a negligible 
factor in average miles per car per day. 
On railroads which have a fairly uniform 
gradient on an individual freight district 
a high percentage of car and locomotive 
efficiency is secured. More than seventy- 
five per cent of delays occur in yards and 
terminals. Conditions are practically 
no better than a few years back, and 
there is vast room for improvement. 
Sufficient force of proper caliber, good 
facilities and comprehensive reports are 
necessary for terminals and larger sta- 
tions, and good supervision must be had 
there. It has been only a few years 
since operating reports, except those 
showing loads and empties to be moved, 
were not received from larger stations 
because of the labor involved, not- 
withstanding the fact that a large 
terminal usually has more cars than 
a freight district. Lack of proper facili- 
ties at terminals and larger stations 
not only decreases the efficiency of 
locomotives and cars, but increases 
operating expenses. On nearly every 
road may be seen examples where $35 
per day is saved by taking off a switch 
engine and $50 per day expense caused 
by resulting per diem and overtime. 
Since the per diem rate has been 
increased, it may be stated as an axiom 
that it is cheaper to delay an engine than 
a train of cars. 

Perhaps the greatest results in equip- 
ment efficiency will be secured through 

proper organization and supervision. 
It is believed that better performance 
will come through strong divisional organ- 
izations rather than through the general 
offices. This organization should be 
sufficiently large to permit of thorough 
supervision of all operations. The divi- 
sion should be equipped with competent 
officers who should handle the details and 
in whom full confidence should be placed. 
The handling of details by the general 
officers dwarfs the division officers and 
lessens their efficiency. It is better and 
more economical to have too large a force 
than too small, as there should be elas- 
ticity in every organization. 

In the matter of operations no system 
will be efficient unless there is proper 
supervision. The simple issuing of in- 
structions will not suffice, the matter 
must be closely watched. On the aver- 
age railroad too much is taken for granted 
and not enough care is exercised to see 
that instructions are understood and 
obeyed. This should be made a matter 
of routine. In supervision the average 
railroad is weak in that there is not 
enough of it. Too much dependence is 
put upon reports. Many operating offi- 
cials receive more reports than can be 
looked over in half a day and keep a large 
number of records of current operations 
that do not 'Hurn a wheel or earn a 
dollar.'' More satisfactory results can 
be secured from fewer reports and better 
supervision. One form of supervision 
that can be used to advantage contem- 
plates an examination at stated times by 
experts or officials of other roads who are 
not familiar with the property and can 
judge of the operation from an unbiased 
standpoint. The official who is on the 
ground is very often too close to the work 
to get the proper perspective. A great 
deal of supervising efficiency is wasted 
through the old but revered custom of 



"putting it up to the otlier fellow." 
Explanations should not be exacted for 
every deviation from the normal. It 
should be sufficient to point out the error 
made and, if circumstances warrant, out- 
line the proper procedure. Criticism 
presupposes knowledge and should not 
be indulged in unless the proper way 
can be pointed out. The supervising 
officer, by pro- 

force. To the minds of many the re- 
duction of expenses con.sists of cutting 
some one off the pay roll regardless of 
consequences. Real economy can often 

be effected by increasing the expenses. 

* * - * « * ♦ * 

All that I have said thus far is for the 
most part frc^m an article prepared for 
the Railway Age Gazette, purposely made 

to deal with 

cept and ex- 
ample, should 
nullify the old 
saying that 
railroading is 
the art of evad- 
ing responsi- 

There is a lot 
of unnecessary 
work and use- 
less correspon- 
dence on rail- 
waj's which is 
not tolerated in 
any other busi- 
ness. Opera- 
tion is always 
in a state of 
and always 
presents vul- 
nerable points 
of attack. De- 
lays will always occur. Demands for ex- 
planations and soUcitation of complaints 
should be eliminated. This class of corre- 
spondence should be sent to the operating 
official on the firing line only in exceptional 
cases, as it produces no good results and 
takes up time that could be better spent. 

The operating official being responsible 
for net revenue feels called upon to make 
reductions when business shows a marked 
decrease. At these periods the mistake 
is often made of reducing the supervising 

General Superintendent of Transportation 

There are so 
many specific 
things of vital 
interest in 
proper car 
handling that 
an enthusiast 
could talk 
about them all 
day. Mr. Kear- 
ney has prepar- 
ed much inter- 
esting data on 
this subject. 

There are, 
however, two 
things that are 
now being done 
with which per- 
haps you are 
not familiar. 
One is the bet- 
ter handling 
of L. C. L. freight. When Mr. Willard 
returned to the Baltimoie & Ohio 
Railroad in 1910, many cars were being 
lightly loaded. In fact many of them 
were going over the road with the pro- 
verbial "box of lemons and barrel of 
crackers." A reform then instituted has 
resulted in increasing the L. C. L. car- 
load forty per cent, in little more than 
three years. 

Through the improvements thus made, 
a saving of nearly sixty-five thousand 


cars was effected in the six months ending 
March, 1913. This saving was effected 
in heavier loading of merchandise cars 
alone, and because of that saving the 
Baltimore & Ohio Railroad passed 
through the heaviest tonnage experience 
in its existence, with practically no 
shortage in box car equipment. It was 
able to move tw^enty thousand cars of 
grain from Chicago, most of which it 
would not have received but for the 
reform. It was able • to give to the 
Wheeling and Pittsburgh Districts more 
than fifteen thousand cars, which business 
would not have been received but for this 

About a year ago, four principles for 
the handling of L. C. L. freight were 
established. The first was the abolition 
of the regardless-of-quantity car. The 
second was the placing of a ten thousand 
pound minimum on L. C. L. freight 
loaded on one division to another divi- 
sion. The third was the placing of a 
five thousand pound minimum on L. C. 
L. freight loaded on a division to a point 
on the same division. The fourth was 
the abolition of minima on cars loaded 
with L. C. L. freight and handled in 
local freight trains. We expect this 
year to save in the same way seventy- 
five thousand box cars. If this can be 
done, these seventy-five thousand box 
cars will probably prevent a box car 
shortage this winter. 

It would, no doubt, interest you to 
know what has been done in the w^ay of 
increasing the carload of L. C. L. freight, 
but there is a fly in our ointment. It 
was found that a few agents falsified 
their reports. They found it easier to 
report a car out with eleven thousand 
pounds than to put that amount of 
freight into it. W"e got suspicious of one 
particular station because the agent 
always showed the weight of freight 

loaded in each car in even thousands. 
According to his reports he never loaded 
a car with 10,500, 11,340 or 12,320, but 
it alw^ays contained 10,000 or 11,000 or 
12,000. A man was sent there to 
investigate. He found that when the 
day's loading was over a check clerk 
would go into the cars and guess at the 
weights. The agent evidently did not 
think his check clerk was a good guesser 
because when he got the figures in 
the office he multiplied them by two 
and reported the results as the proper 

Another thing that increased the car 
supply was the use of cars formerly 
rejected by shippers. At the beginning 
of the grain season last fall, nearly half 
of the cars furnished were rejected as 
unfit for loading. In the Southwest, 
which is a great originating territory, 
and where the box car supply is depleted 
early in the fall, roads are obliged to load 
almost any kind of cars that are on hand. 
This necessity has developed great in- 
genuity. They will tell you, and it is 
for the most part true, that any car with 
a roof can be loaded with grain. With 
the use of this knowledge and by securing 
the enthusiastic support of the mechanical 
department, most of the cars formerly 
rejected were used for grain loading. 
It was due to the excellent services of 
Mr. Tatum and Mr. Cromwell that this 
result was possible. By the liberal use 
of lumber to cover holes in sides and 
floors, and of paper or muslin to line 
the cars, Mr. Tatum and Mr. Cromwell 
succeeded in putting the cars in such 
condition that the grain people loaded 
more than ninety-five per cent, of the 
cars which had previously been turned 
down. This is called to your particular 
attention because very many times cars 
can be used with the exercise of a little 

riiM BALTiMoiu-: AM) OHIO i:.\i l'^o^ I ;s m a<;\/i.\j- 


TluTc is one thing more. Tlic greatest 
factor iiiHuencing equipment efficiency 
is the operation of the yard. It is my 
opinion that there is not a large railroad 
yard in the United States that is handled 
properly, economically or efficiently. 
This is not because we have not able men 
in our yards, for we have. r^Iany times 
I have been astonished at the ingenuity 
and initiative displayed by yardmen in 
doing things with their pitiably in- 
adequate facilities. The condition is one 
of method, not of men. All of us who 
have had to do with yard operation have 
had drilled into us the necessity of 
operating our yards at the smallest 
expense; not necessarily economically, 
but cheaply. We must get away from 
the idea that cheapness is synonymous 
with efficiency. To get away from it 
what do we have to do? Our friend 
Regien says "The essence of operation is 
information." To be successful we must 
have in our yards proper information and 

suflicicnt f(jrces to prej)arc and make use 
of it. As accurate infonnation must be 
had in the 3'ards a.s is had at the sta- 
tions, something we do not now get. 
We must known every necessary detail, 
so that conditions will not be known 
half way or guessed at. 

Permit me to make this j)r()phecy: 
Sometime, somewhere, a man will 
arise with the courage to place yard 
operations on the proper basis. His goal 
will be efficiency. He will know that 
efficiency in yard operations means a 
revolution in present methods. His aim 
will not be how cheap, but how good. 
It will take courage to do this because 
such action will break time honored 
precedents. After he does arise and 
blazes the trail for us to follow, we will 
wonder why we did not think of and do 
the some things long ago. And in full 
appreciation of what he has done, we 
will enshrine him in our hearts and class 
him among the truly great. 

Rolling 'Round at Relay 

Clerk Auditor Merchandise Receipts 

All aboard for Washington! Washington Ex- Take a look fjir up the valK-v wheif the river 

press. winds along, 

There's a glory in the prospect as we sweep Hear the singing of its water join the humming 

along the way, of the rails 

But the sweetest to my fancy is the scene of .\s we leap across the viaduct so sturdy and so 

loveliness strong. 

When we're rolling, rolling 'round the curve That has stood almost a hundred years and 

at old Relay. falters not nor fails. 

Do you want to go to Washington? Then take 

the Line of Blue, 
There is action in its pulses, there is life 

within its sway; 
There's a picture you'll rememhor tluit will 

thrill you through and through 
When you're rolling, rolling 'round the curvt 

at old Relay. 



From "The Spirit of Cliristmas," by 


Copyright, 1905 by Charles Scribner's Sons 


Romans, xiv, 6: "He that regardeth the day, regardeth it unto the Lord." 


T IS a good thing to observe 
Christmas day. The mere mark- 
ing of times and seasons, when 
men agree to stop work and make merry- 
together, is a wise and wholesome cus- 
tom. It helps one to feel the supremacy 
of the common life over the individual life. 
It reminds a man to set his own little 
watch, now and then, by the great clock 
of humanity which runs on sun time. 

But there is a better thing than the 
observance of Christmas day, and that 
Is, keeping Christmas. 

Are you willing to forget what you 
have done for other people, and to 
remember what other people have done 
for you; to ignore what the world owes 
you, and to think what you owe the 
world; to put your rights in the back- 
ground, and your duties in the middle 
distance, and your chances to do a little 
more than your duty in the foreground; 
to see that your fellowmen are just as 
real as you are, and try to look behind 
their faces to their hearts, hungry for 
joy; to own that probably the only good 
reason for your existence is not what you 
are going to get out of life, but what 
you are going to give to life; to close 
your book of complaints against the 
management of the universe, and look 
around you for a place where you can 
sow a few seeds of happiness — are you 

willing to do these things even for a day? 
Then you can keep Christmas. 

Are you willing to stoop down and 
consider the needs and the desires of 
little children; to remember the weak- 
ness and loneliness of people who are 
growing old; to stop asking how much 
your friends love you, and ask yourself 
whether you love them enough; to bear 
in mind the things that other people 
have to bear in their hearts; to try to 
understand what those who live in the 
same house with you really want, with- 
out waiting for them to tell you; to trim 
your lamp so that it will give more light 
and less smoke, and to carry it in front 
so that your shadow will fall behind you; 
to make a grave for your ugly thoughts 
and a garden for your kindly feelings, 
with the gate open — are you willing to 
do these things even for a day? Then 
you can keep Christmas. 

Are you willing to believe that love is 
the strongest thing in the world — 
stronger than hate, stronger than evil, 
stronger than death — and that the blessed 
life which began in Bethlehem nineteen 
hundred years ago is the image and 
brightness of the Eternal Love? Then 
you can keep Christmas. 

And if you keep it for a day, why not 

But you can never keep it alone. 


The Night Before Christmas 

By Lillian Bennet-Thompson 

After a Smash-up **The Whistler'' seeks shelter from the 
Storm but finds himself playing quite a part 

0!" The woman fairly 

NJf snapped out the sharp 
I monosj'llable. ''You're 
n* the third hobo that's 
been here today. If you 
don't clear out — and do 
it quick — I'll set the dog onj'ou!" 

*'Is he insured?" asked the man, re- 
placing his battered hat on his head and 
regarding the hatchet-faced woman in 
the doorwa}' with a half whimsical smile. 
"Insured? WTiat do you mean? " 
He shrugged his shoulders. 
"I'm about hungr\^ enough to eat 
dog. Look here, ma'am, I'm willing to 
do any kind of work to earn a meal, if 
you'll only—" 

"That's what they all say," she inter- 
rupted acidly; "and the last one sneaked 
off with my best shovel. I said *no,' and 
I meant it! Git!" 

With a quick movement, she retreated 
into the hall, and slammed the door with 
a resounding bang. The tramp stood 
for an instant looking at the wooden 
barrier; then, with another half shrug, 
turned and shuffled slowly down the 
path to the gate, where he paused and 
glanced undecidedly up and down the 
deserted snow>' turnpike. 

A white-breasted collie strolled leisure- 
ly around the comer of the house, hesi- 
tated, and advanced toward the man at 
the gate with slow, stately tread. 



Stretching out his long head, he sniffed 
inquiringly, drew back, advanced again, 
and slipped his smooth, cold nose into 
the tramp's hand, looking up with 
friendly brown eyes and wagging his tail. 

The man patted the sleek head. 

''Old chap," he said, ''you're the only 
one who's given me a pleasant look 
today. If there ever was any of the 
milk of human kindness in this town, it 
soured long ago. Folks hereabouts are 
mighty shy on the Christmas spirit. 
They act like it was extinct. " 

A fit of coughing interrupted him. 
For a moment he struggled for breath. 

"Well" — he stroked the dog's head 
again with a hand that shook from 
weakness — "I guess I'll be movin'. A 
merry Christmas to you, old chap!" 

With a final pat he opened the gate 
and sauntered down the road. The 
collie crouched in the path and watched 
patiently until he was out of sight. 

The keen December wind blustered 
noisily along, snatching little clouds of 
feathery snow f i om the tops of the high- 
piled drifts and whirling them along in 
its boisterous passage. It nipped the 
man's ears and nose in its arctic fingers 
and slapped his sunken cheeks until 
they smarted. 

He shivered and drew his tattered coat 
closer about him, burying his unshaven 
chin in the turned-up collar and thrust- 
ing his numbed hands deep into the 
pockets of his trousers. 

Little trickles of icy waters, melted 
from the snow that caked itself about 
his feet and ankles, ran down inside his 
worn and broken shoes with a touch like 
liquid fire until every step became a 
separate agony. 

"The Whistler," as his comrades 
called him, pursed his blue lips and tried 
to whistle, but the attempt was a dismal 

failure. Things were very bad indeed 
when he could not whistle. 

On either side of the turnpike stretched 
broad meadows and fields, sleeping be- 
neath a thick counterpane of snow, 
dotted here and there with orchards or 
an occasional farmhouse with many 
outbuildings. Just out of sight, around 
the bend, was the little town of Blue- 

It was a pleasant, homelike country; 
it looked hospitable; but the Whistler 
knew that it belied its appearance. Had 
he not visited every cottage in the vil- 
lage, every outlying farmhouse, in quest 
of a meal? The Christmas spirit was 
a scarce, exclusive commodity, which 
kept within doors and refused to be 
cajoled with fair words or ingratiating 

At the bend in the turnpike, the 
Whistler struck off in the direction of 
the railroad and turned his steps toward 
the water-tank, a little distance along 
the track. 

The short winter twilight was rapidly 
deepening into night, and there was a 
freight due to pass through about six 

A "side-door Pullman" would be very 
acceptable; but if this were lacking, a 
long, stout board would enable him to 
manufacture a "hammock." He would 
then crawl underneath and be borne 
far from the place where every man had 
more to eat than he wanted, but was ■ 
willing to give none of it away. 

The Whistler crouched in the shelter 
of a string of box cars drawn up on a 
siding near the tank, slapped his arms 
across his thin chest and stamped his 
feet to keep them warm, while from his 
lips issued a piping flood of melody. 

Propped against one of the cars was 
a heavy plank, which he had secured 
from a pile of lumber. 



Along the rails came a soft, musical 
hum, deepening into a crashing cres- 
cendo, as the headlight of a train swung 
into sight and the big engine puft'ed and 
panted to a standstill beside the tank. 

The train was not a freight — it was 
made up of day-coaches and Pullmans; 
but it would serve. Even under the 

composed himself as comfortably as 

The train moved slowly off, gathering 
speed as it swept by the little station 
platform and roared into the darkness. 

The fact that he did not know where 
he was going did not trouble the Whis- 
tler. His destination was something he 


shelter of the cars the wind was un- 
pleasantly violent. The Whistler de- 
cided to wait no longer. 

He crept out from his hiding-place, 
picked up the plank and cautiously made 
his way along the line of coaches. 

Carefully he adjusted the plank. He 
rested its ends on the trusses of one of 
the forward cars and crawled between 
the trucks onto his "hammock " Then 
he drew his coat closer about him and 

never bothered about. Undoubtedly he 
would arrive somewhere tomorrow 
And tomorrow would be Christmas Day. 
Some kindly disposed person surely 
would give him something to eat on that 

The crash and rattle of the heav>' cars, 
as they lurched along, did not disturb 
him. He was used to the thunderous 
chorus of the wheels and rails. In spite 
of the gnawing of hunger and the choking 



cough that racked him with almost every 
breath, he slept lightly, iDstinctively 
holding himself onto his precarious perch. 

Suddenly there was a loud shriek from 
the whistle. The brakes ground hard. 
There followed a crashing, rending sound. 
His hands were torn loose from their 
hold, and he was lifted in the air and 
flung violently to one side. 

Something soft and fluffy enveloped 
him. He realized dimly that he had been 
hurled into a snowbank beside the track. 

Hoarse shouts arose. Lanterns flick- 
ered, lights flashed up inside the cars, 
and dark figures hurried along, casting 
grotesque shadows on the snow. 

The Whistler was very drowsy and 
not a little annoyed at being awakened 
from his slumber. Gingerly he felt his 
bruised legs and arms, crawled out of 
the snowbank, and slouched along to 
where a crowd of passengers and train- 
men surrounded a wrecked baggage car. 

A few bruised heads and limbs proved 
to be the worst injuries sustained by the 
passengers and crew. Perhaps the worst 
misfortune befell the members of a 
theatrical company, whose car had been 
the greatest sufferer. Scantily clad, the 
outraged Thespians grouped themselves 
at doors and windows and anathematized 
the inferior rolling-stock of the road, the 
while they gazed bitterly at the over- 
turned baggage car and their shattered 

Gaudy wardrobes lay scattered broad- 
cast along the tracks. Gowns and hats, 
slashed doublet and colored hose fluttered 
in the wind. 

The Whistler regarded the scene apa- 
thetically. To him the accident meant 
only a long delay in getting to his 
destination — wherever that might be — 
and, acting on impulse, as always, he 
turned his back on the train and began 
to mount the bank beside the track. 

A gust of the chilling wind buffeted 
something soft and warm against his 
hand. Lazily he looked down at the 
object — a long white Rip Van Winkle 

Thrusting it into his pocket, he con- 
tinued his climb. He soon found him- 
self on a smooth macadam road lined 
with fine houses. Turning north, he 
shuffled forward, whistling softly to 
himself and keeping a sharp lookout for 
a bam or a garage to shelter him for 
the remainder of the night. 

It was barely midnight, if the clock 
in the church tower were a trustworthy 
guide — yet the town seemed wrapped 
in slumber. The houses presented dark, 
forbidding exteriors. Save for a lonely 
pedestrian or two, hurrying in the 
direction of the railroad, the streets 
were deserted. 

The Whistler was aware that he was 
very tired and very hungry. The cold 
was increasing, and a fine, dry snow was 
beginning to fall. It peppered his face 
on the wings of the furious wind, stinging 
like particles of sharp-edged sand. But 
he set his teeth and plodded on, crooking 
his elbow to shield his mouth from the 
icy blast that seemed to scorch his 
throat and lungs, bringing on choking 
paroxysms of coughing. 

He had reached the outskirts of the 
town before he found a place that 
appeared likely to meet his requirements. 
A broad lawn, mottled with clumps of 
trees, sloped gently down to the road. 
Standing well back, sheltered by towering 
firs, was a big, substantial-looking house. 

There was a bam in the background, 
and a garage, too; either might be open. 

Pausing at the edge of the lawn, the 
Whistler made a brief but satisfactory 
reconnaissance of the house and its 
surroundings, then limped up the drive- 
way which led to the bam. 


Under the carriage stoop he stopped 
suddenly and, with lifted head, listened 
intently. A window on the second floor, 
almost directly above the place where he 
was standing, was partly open. A slender 
beam of light fell across the snow. 
In an instant he had shrunk into the 
protecting shadow of a tree close beside 
the driveway. Creeping behind the thick 
trunk, he looked up. 

It was no part, of his program to be 
interrupted at this promising stage of the 
proceedings; but the person who had 
raised the window was no watchful 
servant 'no 
warv' house- 
owner who 
desired to as- 
certain the 
meaning of 
that slinking 
shadow on the 

Instead, the 
Wliistler be- 
held a diminutive maiden clad in a white 
nightgown, kneeling on a chair and peer- 
ing into the darkness. Then a small, 
sweet voice came faintly to his wonder- 
ing ears. 

"Santa I Santa dear! Is that you? 
Oh, let me see you just for a minute, 

There was silence for a moment. 

"Oh, dear! I thought it was Santa 
Claus coming up the drive! And I did 
want to see him so much!" 

The child disappeared, and the "VMiistler 
found himself staring blankly up at the 
place where she had been. In the dark- 
ness, he smiled to himself. 

"Bless her little heart!" he murmured. 
"She thought I was Santa Claus." 

He stood for some time watching the 
open -^-indow, but the child did not 
reappear. The snow was falling thickly. 

and the Whistler was covered with the 
powdery flakes; but still he loitered. 

Perhaps he was thinking of another 
little girl who had begged to be allowed 
to "see Santa Claus just for a moment," 
or, perhaps, tlie sound of the childish 
voice brought back memories of a boy 
who had lived Jong ago — oh, ver}- long 
ago — and who had tried hard to keep the 
sand man away on Christmas Eve so that 
he might catch a gUmpse of the stout 
old gentleman, who, somehow, in spite 
of his generous girth, manages to come 
down the smallest chimneys. 

Yet what 
could that 
young, hon- 
est, clean- 
hearted boy 
have to do 
with the 
Whistler, old 
— and, per- 
haps — 

With numb 
fingers, the Whistler fumbled in his 
pocket. He drew out a long whit€ 
beard, and fitted it deftly over his chin, 
smoothing it do^\Ti carefully as he 
chuckled to himself. 

Then he stepped up ijn iiw porch, 
grasped the treUis that supported the 
gnarled trunk of a wistaria vine, and 
s\Ming himself up to the open window. 

With one leg over the low sill, he 
paused and looked into the room. It was 
furnished all in blue and white — white 
muslin curtains, looped back with broad 
blue ribbons, blue paper with clusters of 
white roses, a white enameled bedstead 
with a blue embroidered coverlid, sundry 
small white chairs, and a little white table 
on which stood a blue china plate heaped 
high with sandwiches and cnkps, a glass, 
and a bottle of milk. 

There was a square of paper propped 



against the bottle, and by the light of the 
night lamp, the Whistler read in large, 
sprawling, childish characters, 'Tor Santa 

The Whistler's eyes glistened. Noise- 
lessly he slid over the sill and tiptoed to 
the table. With a shaking hand, he 
seized one of the sandwiches and began 
to eat. Surely bread and chicken never 
tasted so good before, nor was milk so 
sweet and refreshing. And the little 
cakes ! 

"Are you very hungry, Santa Claus?" 

With a start, the Whistler turned. He 
had almost forgotten the child. She was 
sitting bolt upright in bed, looking at him 
with wide, wondering blue eyes. 

"Are you?" she repeated, as he did not 

Still the Whistler stared; a half-con- 
sumed sandwich in one hand, a glass of 
milk in the other. He drew a long 

"Yes," he said finally, "I guess I was 
pretty hungry." 

The child nodded sagely. 

"I thought you would be," she said, 
"so I asked Auntie May to put some 
supper here for you. I'm always hungry 
when I've been out a whole lot, and you 
must have come a long ways tonight." 

The Whistler set the empty glass on 
the table, beside the equally empty bottle 
and plate. He took a hesitating step 
toward the bed, stopped, and glanced 
toward the open window. 

"Where is your pretty red suit and 
your fur cap?" inquired the child curi- 
ously. "Did — did you leave 'em in the 

The Whistler nodded. 

"Yes," he said. "They— well, you 
see, chimneys aren't what they used to 
be. I have to make myself as small as 
possible, or I'd probably stick half-way 
and then I couldn't get down or up." 

The child made a gesture of under- 

"That's what I thought," she said. 
"And that must be why you're so thin — 
the fat all got rubbed off, didn't it? 
Auntie May told me that sometimes you 
couldn't get through the chimney at all, 
but had to come in the window, so I 
asked her to leave one open downstairs, 
and she said she would. 

"But" — suddenly remembering the 
courtesy due to a guest — "won't you sit 
down? I'm afraid the chairs are pretty 
small, but there's room for you here, if 
you don't mind." 

She patted the blue coverlid with an 
inviting gesture. 

The Whistler shook his head, but there 
was a wistful look in his sunken eyes. 

"Thank you very much," he said, 
"but I mustn't stop. You see, there are 
so many other little children that I must 
visit before morning, and — " 

"Just a moment?" she pleaded. "I — 
I've never seen you before, you know 
though I've always wanted to. Last 
year I waited for — oh, hours and hours, 
and watched hard; but somehow I fell 
asleep, and when I woke up in the morn- 
ing, you'd come and I hadn't seen you at 
all. Please stay — just a little while?" 

She held out a pair of round white 
arms, and looked up with the most 
alluring smile in the world. 

The Whistler gazed down into the 
upturned blue eyes, and a sudden mist 
dimmed his own. He tried to speak, but 
only a husky whisper came. 

Then slowly, uncertainly, as if drawn 
by a force he was powerless to resist, he 
shuffled over to the side of the bed and 
knelt down. 

The child put out one warm, soft hand 
and stroked his unshaven cheek. 

"You're all prickly, aren't you — just 
like father is sometimes," she observed 



critically. "But 1 don't miiicl. And i 
think your beard is quite beautiful." 

"Don't stop! Do it again!" The cry 
was almost wrung from him. Then he 
added, somewhat shamefacedly, as if to 
explain his emotion, ''You see, I — I had 
a little girl once, and she — she used to do 
so sometimes." 

"Did she? Then she must have loved 
you a lot, 'cause I always pet father 
when I love him most. Is she still a little 
girl like me, or has she growed up?" 

The gentle fingers had pulled off the 
battered hat and were busy twining 
themselves in the tangled mass of snow 
white hair that cro\\Tied the Whistler's 

'Tf she — if she had lived, she would 
have been grown up by this time." His 
voice was low, toneless, dull with a pain 
that time had been powerless to heal. 

Instinctively the child understood. 
Her hand gently smoothed his cheek and 
her sweet voice thrilled with a tender 
sympathy, as she whispered : 

"Oh, I'm so SOFT}' — so very sorry, 
Santa dear." 

Presently she added, softly: 

"What was the name of vour little 


"Ruth what*?" 

"Nothing — just Ruth. She had an- 
other name once, when she was very 
little, but—" 

"Wasn't it Ruth Santa Claus?" 

"No — not that. I — I forget what it 
was. She had golden curls, too, just the 
color of yours, and blue eyes. She — she 
was very like you." 

"And did you love her the way father 
loves me?" 

"Yes" — almost fiercely. "God knows 
I did. I guess I must have loved her too 
much. She was all I had in the world to 

cherish. Sometimes I think she is back. 
But twenty years — twenty years — " 

The Whistler bowed his white head 
for a moment; then straightened up with 
a sharp sigh and shook his shoulders 
as if casting from them a Inirden of 
memor\' that was too heavy for him to 

"Good-by," he said yearningly. 
"Good-by, little girl." 

"I suppose you've got to go. But it 
was nice of you to come, and I'm very 
glad I saw you. I wish father and 
Auntie May could have been here, too." 

"Then I couldn't have come," the 
Whistler told her. "You see, grownups 
never see Santa Claus. It's only when 
they're little people that he pays them 
real visits. When thej' get big he doesn't 
come any more. They don't need him." 

He rose to his feet. 

"Good-by, Santa dear." 

"Good-by," he said brokenly, as he 
turned toward the window and started 
out into the gloom. 

"Aren't vou going to kiss me good- 

The childish voice held a note of keen 

The Whistler looked from the child to 
the window and back again. His hands 
clenched and unclenched. He had re- 
sisted cold and hunger and fatigue — he 
was used to them — but the little golden 
haired girl awoke in him a great desire 
which overvN'helmed him in a surging 
wave, breaking do\vn all barrier of 
restraint, and would not be denied. 

With a half-strangled sob, he bent 
over and put his arms about the child, 
holding her close and bowing his white 
head above her golden one. 

Then all the father love, all the 
smothered tenderness in his empty, 
hungr>' heart found release, and he shook 
from head to foot with sobs of anguish. 



Two little arms stole about his neck 
and on his grimy cheek he felt the 
pressure of childish lips. 

"I love you," she whispered, "I love 
you lots, Santa Claus." 

He could not speak. His arms just 
tightened their clasp and his lips rested 
reverentially on the tumbled curls. 

Somewhere in the house a door shut 
sharply. Hurried footsteps sounded on 
the stairs. 

With one bound, the Whistler was at 
the window. He bent over the low sill 
and grasped the wistaria vine. 

' 'Good-by, Santa Glaus ! Merry Ghrist- 
mas!" called the child, throwing kisses 
with both hands. 

The Whistler's face was strained and 
wistful as he turned for a farewell glance. 

''Good-by, little one," he whispered 
huskily. 'Tt's — been good — to see you." 
The next instant he was gone. 

Below stairs lights were burning and 
excited voices called one to the other. A 
man leaned from a window on the first 
floor. As he caught sight of the fugitive 
figure dodging across the lawn, he raised 
his voice in a shout : 

''Halt! Stop thief!" 

The Whistler broke into a run. 

"Stop, or I'll shoot!" 

Still the fleeing figure ran on. The 
man in the window raised his arm. A 
spurt of flame blazed against the dark- 
ness, followed by a sharp report. 

The hurrying figure stopped, wavered, 
swayed, and collapsed into a dark, 
huddled heap. 

The man in the window turned with 
an exclamation of satisfaction, and strode 
through the hall to the telephone. 

'*0h, daddy, did you hear that? It 
was Santa Glaus cracking his whip! 
He came into my room to see me — and 
he kissed me good night! Did you see 
him? Has he gone?" 

Wrapped in the blue coverlid from her 
own little bed, the child stood on the 
lowest step of the stairs, trembling with 
cold and excitement. 

John Hejrward turned quickly. 

''Bess!" he exclaimed. "Go back to 
bed, my child, before you catch cold." 

But as her lips quivered, he added, 
more gently, although his face was hard 
and set: 

"Yes — he's gone." 

"But did you see him, daddy?" she 
persisted. "He was so nice to me — and 
he had such a long beard. He had a 
little girl once — her name was Ruth — 
but she died. And he ate all his supper 
— every bit. He was very hungry, and 
oh, so cold — but he had to go, because 
the other little girls and boys expect 

As she prattled on eagerly, the stern 
expression faded from Heyward's face 
and a look of terror took its place. 

There were other people in the hall 
now — frightened, excited servants and a 
tall, sweet-faced girl whose eyes filled _ 
with tears as the child told how Santa I 
Glaus had "rubbed himself all thin" 
trying to get down so many narrow 

With a quick command to one of the 
men, Heyward turned and darted out of 
the front door and across the lawn. 

At the foot of a giant fir tree lay the 
Whistler, his eyes closed, his pale face 
upturned to the sky. One hand clutched 
the white beard. The other was pressed 
to his side, and through the stiff fingers 
a dark liquid oozed, forming a sinister, 
spreading stain on the snow. 

He looked as if he were sleeping 
peacefully. One would have said that 
he was quite comfortable and happy. 

The storm had ceased. A watery 
moonbeam slanted from the scudding 



clouds and fell upon the thin, pallid face. 
Perhaps unseen fingers had stroked 
away the lines of care and pain and 
suffering, for the broad forehead was as 
SBQOoth and unfurrowed as a little child's. 

With terror clutching at his throat, 
John Heyward laid his ear to the shrunken 
chest beneath the thin and threadbare 
coat — but there was not the faintest 
flutter of the heart within. 

The Square Deal in Rate Fixing 

The Lynchburg (Va.) News 

Railway rates should be raised, in the 
opinion of the Clifton Forge Review. 
"Within the past week," says that 
newspaper, "we have heard two promi- 
nent business men declare in favor of an 
increased freight rate for the railroads. 
The gentlemen in question are identified 
with industries that are large shippers 
over the Chesapeake and Ohio Railway. 
They take the position, as do others who 
have given the subject serious thought, 
that it is unfair to the railroads to have 
operating expenses increased every j-ear 
and permit the income to remain the 
same. It is also argued that with the 
railroads making money, prosperity of 
the genuine kind will not be long delayed. 
This is the proper view to take of the 
condition of affairs in this country, for 
with the railroads unable to earn a 
reasonable return on the money invested, 
the general public will feel the result verj- 

Our esteemed contemporary states an 
unassailable conclusion. It is but the 

sheerest folly to suppose that the public 
can enjoy prosperity if railways are made 
the subject of unfair or unreasonable rate 
conditions. You cannot fetter railroad 
enterprise without fettering trade de- 
velopment. You cannot cripple railroad 
operation without crippling business. And 
railroad initiative, enterprise and effi- 
ciency will undergo the crippling process, 
if the maximum of high-grade service and 
equipment is required, and no considera- 
tion given to the need of increasing rates 
with a view of meeting the heavy drain 
of increased expense thus contemphited. 
This is common sense as well as common 
justice. And the man who arbitrarily 
insists that railroad rates should remain 
stationary', regardless of the relations that 
the sufficiency of those rates sustain to 
operating costs, assumes a position too 
obviously illogical to deserve serious 
attention — and in the last analysis writes 
himself do\^Ti as quite as hostile to legiti- 
mate business development as to the 
common carrier systems of the country. 

5i;i|^ CIjrtBtmasi 3^0Ujj 

Eliza Cook 

Ori|t I?aUij! tl|e^ ^oXIyt nl?, tiuin^ it mitt? bajj— 

Com^ giue tl|p ^oU^ a Bong; 
iFor it li^Ipa tn Jbriu^ st^rn tuittt^r atuay, 

^itl? l?ia garment sn sombre anb long, 

It ppppa tl?r0itgtf tl|p trera mitl? ita brrrira of reh^ 

An& ita leauxra of burttial|rJi grren, 
13SI|pn tl^P flompra ant» frutta ifavB long been J»ra&, 

Anh not puph ttye daia;g ia aeen. 

Sri|pn atng to ttjp l?oUy, ttje d^riatmaa i|oUy, 

Sri|at l|anga ourr praaant anti bing; 
139i|ile me Iaugi|^ mxh rarouae 'nratlj ita glittering bougt|a, 

STo tl|e Cliriattttaa i|oIIt; toeUX aing. 

2El|e gale ntay ml|tatle, tl^e froat ma:^ rome 

SEo fetter tl|e gurgling rill; 
®l|e moo&a ntaij be bare, anti xuarblera ^nmb, 

2lut Irolly ia beautiful atill. 

3Jn tl|e reuel anh ligl|t of princely l|alla 

STI^e brigl)t l|ollg branrly ia founii; 
An& ita al|aiioui falla on tl|e lomlieat malla, 

13ll|ile tlye brimming lyorn goea rounJt. 

STlie iuy liuea long, but ita l|ome muat be 

Wl^ere grauea anti ruina are apreaJi; 
3ri|ere*a beautg about tl^e rypreaa tree, 

SSut it flourisl|ea near tl|e tieaJi; 

SIl|e laurel tl?e marrior'a brom mag mreatlye, 

2lut it tella of teara ant» bloob; 
J aing tl^e Itollg, anb mlyo ran breatlje 

Augltt of tl?at tl|at ia not gooJi? 

STl^en aing to tl^e l?ollg, tlye Clyriatmaa l|allg, 

SII|at lyanga ouer peaaant anh king; 
miiile me laugly an& earouae *neatl| ita glittering bouglfa, 

^a ti|e Clyriatmaa l|ollg, me'll aing. 


Practical Suggestions for Engineers 

and Firemen 

W. J. Duffey, Wheeling, W.Va. 

aN article in the October issue of 
Railway and Locomotive 
Engineering by C. D. George, 
entitled, ''Why so many fail as Engineers 
and How to Succeed," deserves more 
than passing notice. If all of our 
engineers and firemen on the Baltimore 
and Ohio System would read it I feel 
that some of the engineers would ask, 
"Am I in that class?" And the firemen 
could obtain many pointers that would 
be of great advantage to them in pre- 
paring for promotion to engineers. For 
the benefit of some of our readers who 
do not take the publication referred to, 
I will quote a few of his remarks. 

''The cause of so many failures as 
engineers is due to the fact that after 
passing the examination they take no 
interest in their work, except to get in 
the time and draw their salary, and that 
if 90 per cent, of the men who 'got by' 
the examination were unexpectedly called 
up for re-examination six weeks after 
promotion, they would fail." 

While this assertion may be true in 
some cases, and on some railroads, I hope 
that it does not apply to the engineers on 
our System. Admitting that it is not 
always the man that passes the best 
examination that makes the most success- 
ful engineer, nevertheless we must agree 
that he can be depended upon to take 
proper care of his engine in cases of break 
downs, etc. The faculty of handling 
his train successfully over the road must 

be acquired from careful observation, 
strict attention to duty and good judg- 
ment, qualifications that he should 
develop during his apprenticeship as 

Our Company has gone to great expense 
in furnishing us with the best type of 
locomotives, with all modern improve- 
ments; E. T. Locomotive Brake Equip- 
ment, Superheaters, Stokers and 
Walschaert Gear. It is true that we 
were not required to pass an examination 
on these new attachments, yet I believe 
the new locomotives would have given 
better service on some divisions had we 
as engineers studied them before they 
were adopted by our Road. We had to 
learn by experience after they came, 
and I believe in some cases it was costly 
experience to the Company, causing 
damage to the engines and delays to 
trains. In regard to the Superheater 
engines, I asked an engineer who had 
been assigned to a regular engine and 
had run it about a month, how he liked 
it, compared to the Saturated engine. 
He said, "she does not haul her train 
any better, but you can carry more 
water and none of it goes to the cylinders 
or out of the stack." He evidently was 
using the Superheater elements as an 
auxiliary boiler. 

It is just such cases as this and others 
of a similar nature that prompts me to 
say that none of us are too old to learn. 
If we have not already done so we should 



begin now. The locomotive builders 
furnish bulletins in pamphlet form, 
covering all new improvements, explain- 
ing them in such a manner that it would 
be no trouble for us to understand them. 

The advice given to firemen in Mr. 
George's article is practically identical 
with the system in vogue on the Wheeling 
District in regard to what they should 
know before they are examined for 
promotion. When they are called up 
for examination, before any questions 
are asked from the regular form, they are 
required to be familiar with all parts 
of the locomotive, naming each part, 
how it is connected, etc. They must 
know the relative position of the ec- 
centrics to the crank pin and relative 
position to each other, how to test for 
cylinder packing and valve blows, the 
use of lead and lap, how to trace steam 
from the dome to the atmosphere, with 
the slide and piston valves, explaining 
fully how it transmits power. They 
must also understand the essential parts 
of the injector and lubricator and how 
they do the work. 

The fireman who can explain these 
questions satisfactorily to the examiner 

seldom fails to pass the examination, 
while the oae who does not answer them 
shows conclusively that he has devoted 
very little if any of his leisure time to the 
study of the locomotive. A fireman of 
about five years' experience who was 
being examined for promotion a short 
time ago was unable to tell how many 
parts there are in the steam chest. He 
stated that he never had an opportunity 
of looking into one, although he ran into 
one of our largest terminals. I feel safe 
in saying that if our firemen would spend 
a few hours occasionally in the shops at 
their teiminals they would learn a great 
deal about the locomotive, and the 
Master Mechanics or Shop Foremen would 
be only too glad to give them the informa- 
tion they are seeking. 

In conclusion I wish to add that the 
success of any railroad depends on the 
faithful and efficient services rendered by 
its employes. And I feel that the more 
we know about a locomotive and our 
duties as engineers and firemen and the 
more harmoniously we work together, the 
greater assurance our officials will have of 
our loyalty to the Baltimore & Ohio 

"Cooperation Essential/' says Fireman 

Cooperation means pulling together. 
Did you ever notice a team of horses that 
had stalled on the street when only one 
horse at a time would pull? The wagon 
stood still, but when the horses pulled 
together it moved. 

The community interests between the 
railroad company, its employes and the 
public are so blended that it is hard to tell 
where one ends and the other begins, and 

the service performed is so large that 
each should be bound by the dictates of 
self interest to deal justly with each 

Cooperation means seeing the railway 
company's business through the same 
glasses that you see your personal busi- 


T. A. Riley, Fireman, 
Shenandoah Division. 

On Another Train 

How the Poor House was Cheated on Christmas Eve 

By William O. Freise 

Office of the Train Master 
Wheeling, W. Va. 

THERE — it is just striking nine ! It 
.^_^ just seems as though this even- 
S^^l ing will never go; Christmas 
eve, too, and not a passenger in the place 
to go out on 208. I wonder what wifey 
is doing — maybe decorating the Christ- 
inas ,ltree for Little Edgar and May. 
"Won't they be happy tomorrow when 
they find out that Santa Claus has not 
forgotten them!" 

The speaker was a tall, slim man, 
Nathaniel Goodman by name, the ticket 
agent of Brownville, a small town in 
Illinois. He settled back in his seat and 
with a smile endeavored to amuse him- 
self by reading over one of the company's 
time tables. 

It was bitterly cold outside, this 
Christmas eve of 191 — . Snow was fall- 
ing softly and the merry peals of the 
church bells echoed the thoughts of 
Christmas time. The streets were 
crowded with Christmas shoppers, bun- 
dle-laden and hurried on by their happy 

From the midst of the crowd that 
thronged the business section of the town 
came a woman, whose face indicated that 
she was about sixty-five. She was 
wrapped in a thin shawl and her uncer- 
tain step marked the infirmity of years. 
Do^Ti the narrow street toward the rail- 
road she slowly walked, stopping everj- 

few yards with a shiver and a sob. At 
last she reached the depot and after a 
moment's hesitation went inside. 

Nathaniel Goodman was surprised at 
this sombre figure on Christmas eve, i)ut 

''What can I do for you this evening?" 

" Nothing," she replied, '' only I want to 
buy a ticket to Denley, how much is it?" 

''One dollar and forty cents is the fare, 
Madam. I suppose you are going to visit 
some of your children over Christmas?" 
"Yes," she replied, opening her pocket 
book to procure the required amount of 
fare, then sobbed quietly "If you only 

"There," he said, ])ushin,L,^:i siikiH white 
ticket toward her. "that will take you 
right into Denley." 

She took the ticket,- put it into her 
pocketbook and asked "Would you be so 
kind as to tell me when the train arrives?" 

"Certainly I will, go over there and 
make yourself comfortable," and Good- 
man pointed to a bench in the far end of 
tlie room. She moved over slowly to the 
dark comer he had indicated, sat down 
and pulled the fiimsy shawl about her, 
for she yet had nearly one hour and a half 
to wait. 

As the time slipped by, Nathaniel for- 
got about his charge in the comer. And 
only once was the quiet of the depot 




broken, then by the entrance of a 

''Hello, Nat," he said as he entered, 
''miserable night on the road — almost a 
foot of snow back of the ridge there." 

"Yes, I suppose it is pretty bad. Cliff; 
guess you're glad you're through for 
tonight. How's 208?" 

"Right on time, but I do not think 
she'll reach Indianapolis before morning. 
Good night, Nat — a Merry Christmas to 
you and all the family," and he moved 
out of the depot and slammed the door 
as a "same to you" followed him. 

By this time the fires had died down 
lower and lower and the howling of the 
wind outside told that the storm was 
likely to last all night. Half past ten 
came at last, and 208 pulled into the 
station. Only two passengers had pur- 
chased tickets, and they were out on the 
platform long before the train arrived. 
Nathaniel, so anxious to get home to 
help arrange the Christmas surprise for 
his children, turned impatiently as 208 
pulled out, extinguished the light in his 
small office and putting on his coat, and 
buttoning it close about his neck, slipped 
out of the depot and locked the door 
after him. But the silent figure in the 
corner remained. 

" Whew! " Goodman cried as he stepped 
outside, "this sure is some night. Christ- 
mas makes the people seem to like it," 
and pulling his coat up aroimd him more 
closely, he was soon lost in the crowd. 

Half an hour later, in the solitude of 
the deserted depot, the poor old woman 
opened her eyes. She had fallen into a 
light sleep until the clock struck eleven 
and awakened her. She pulled her shawl 
more closely around her and shuddered. 
"My babies," she crooned in a low, sad 
voice, "my babies whom I rocked upon 
my knee have deserted me and send me 
to the poor house on Christmas eve. I 

cannot stand it, I cannot stand it," and she 
buried her face deep in her hands, sob- 
bing. Lower and lower the fires flickered, 
colder and colder sifted the wind under 
the station door and outside Santa Claus 
was winging the skies with his reindeer 

and Christmas cheer. 

« « ♦ « * ic * 

Christmas morning dawned upon 
Brownville, wrapped in a beautiful coat 
of snow, and Nathaniel Goodman left his 
home cheerily. His wife and children 
were happy and that was all he cared 
about. He was the first to reach the 
depot, to open the ticket window and 
prepare for the rush of Christmas da v. 
But he had just gotten the fire cracklin 
in the big stove when the "brakee" 

"Merry Christmas, Nat," he said, ''the 
storm left us a fine Christmas morning." 
"Yes indeed, Clif, it is an ideal Christmas 
— going out on 26?" "Yes and — what 
the deuce, Nat — come here, quick." 

Nat dropped the poker on the floor and 
rushed over to where Clif was standing. 
There, seated with her face buried in her 
hands, was the woman who had pur- 
chased the ticket the night before. Nat 
shook her and raising her head exclaimed, 

"My God! Clif, she's dead; I clean 
forgot her." 

"Dead," exclaimed Clif, "what do 
you mean?" 

"Well, I'll tell you, Clif. This woman 
purchased a ticket from me to Denley 
last night and asked me to let her know 
when 208 arrived. I promised to do so 
but forgot her, and now we find her cold 
in death. Let's see if we can find any 
papers on her," and he started his search. 
Clenched in her thin fingers was a letter. 
Nat made haste to open it. When he fin- 
ished reading he burst into tears and 
passed the letter over to Clif, who read 
in an undertone, 




We are unable to help you now; you had 
better take my advice and go to the Poor 
House. When I get a little money I will come 
and take you out. 

Your S(jn." 

''Clif," said Nat, after dn-iiiK his 
eyes, "that poor woman has her Christ- 
mas gift. She went out on another 
train, but it didn't stop at the Poor 

Building a Home for Evangelist 
Jennie Smith 

ENXIE Smith was born in Ohio, 
August 18, 1842. For twenty 
>'(>ars she was an invalid, and for 
over sixteen years was entirely helpless, 
except for a short period, during which 
she could use her forearms. 

Her railroad work began in railroad 
baggage cars as she was carried from 


place to place for medical treatment. 
Often she was taken into churches, where 
hundreds were converted as slie talked to 
them from her couch. 

She was first called ''The Railroad 
Evangelist" by the Ohio State Woman's 
Christian Temperance Union, a wonder- 

ful testimonial to her power for good o\ er 
men, although at this time she was still 
helpless. When all medical aid had ap- 
parently failed, she was healed on April 
23rd, 1878, it seemed as by a miracle. 

She originated the Railroad Depart- 
ment of the W. C. T. U., was made ite 
National Superintendent, and served in 
this capacity for fourteen years. Then she 
was made a National Railroad Evangelist. 

Her work on the Baltimore & Ohio be- 
gan in 1881 . The Company gave her and 
her co-workers every facility. During 
that first year, 1276 persons professed 
conversion at the to\Mis along our road 
from Philadelphia to Grafton, W. Va. Of 
this number fourteen became ministers 
of the Gospel. And through the influ- 
ence of her saintly life, thirty-seven, 
whom she has led to Christ, have gone 
into the ministry-. She is still active in 
the work. 

Frances Willard, perhaps the foremost 
figure that has ever appeared in the fight 
against intemperance, certainly the 
greatest woman preacher we have ever 
had in this country, once said: "There 
is no doubt that Miss Jennie Smith has 
shaken hands with more working men 
than any other woman living." 

Several hundred dollars has already 
been realized toward helping this splen- 



did woman buy a home, and the pros- 
spect of securing the desired sum is very- 
favorable. Every man who knows her 
will want to add his offering. The per- 

Publicity Agent and J. T. Moffett, Super- 
intendent Transportation of the Wash- 
ington Railway and Electric Company, 
together with the following Baltimore & 


sonnel of the following committee insures 
the efficient handling of the funds re- 

Chairman, W. L Steere, Manassas, Va.; 
George H. Winslow, Secretary Washing- 
ton Terminal Y. M. C. A., Washington, 
D. C; E. Dow Bancroft, Secretary R. R. 
Y. M. C. A., Columbus, Ohio; J. E. Mc- 
Kim, Secretary Union Station R. R. Y. 
M. C. A., St. Louis, Mo.; L. B. Schloss, 

Ohio men: George M. Shriver, Second 
Vice-President, Baltimore, Md.; J. S. 
Murray, Assistant to the President, Bal- 
timore, Md.; T. E. Stacy, Secretary Y. M. 
C. A., Baltimore, Md.; E. K. Smith, Sec- 
retary Y. M. C. A., Brunswick, Md.; W. 
C. Montignani, Secretary Y. M. C. A., 
South Cumberland, Md.; R. R. Jenkins, 
Secretary Y. M. C. A., Chicago Junction, 

*' Santa Claus is a 
woman with the credit 
as usual going to a 
man/' — A^. Y. Press. 

S. B. Henderson, the Runner-up in Ticket 

Sellers' Contest 

'^Information is the Foundation of Efficiency^' says he. 
By S. B. Henderson, Ticket Agent, New Concord, Ohio 

C "Convincing a man that the 
^^ goods 3'ou have for sale is the 

^^i "brand" he is looking for, is de- 
pendent in a great degree upon proving 
to him that in the event he buys your 
goods you can deliver them as repre- 
sented. It is necessary, then, that you 
know your road, believe in it, and can 
communicate your enthusiasm to your 
prospect. In selHng transportation, know- 
ing your road means a great deal, 
far more than appears to the ordinary 
person. In the first place you must know 
the country it traverses and the way other 
lines are located in relation to your own. 
You must be familiar ^\^th your rate 
sheets, your time tables, your equipment 
and, figuratively speaking, have a map of 
the world rolled up and laid away in your 
brain so that you can pull it down and 
show it to your prospect at any moment. 

The ticket agent should know his 
trains thoroughly, i. e., the means fur- 
nished to carry out the company's con- 
tract. He should know where they orig- 
inate, where they go and the equipment 
they carry. He should know what train.^ 
carry sleepers and where sleepers are 
made up in terminals early to be picked 
up by late trains; what trains carry diners 
and all about other special equipment 
that is kept up at great expense for the 
convenience of the traveler. 

Take pains to find out about your term- 
inals in the larger places, their accommo- 
dations and their location in relation to 
the business district. If you know what 

you have to sell, you are in a fair way to 
convince a man that you have what he 
wants. In your personal treatment of 
your caller, be courteous, truthful and ac- 
curate. Don't misrepresent your good.s, 
as your buyer, his friends, his children 
and their children will have occasion to 
travel for years to come, and their trans- 
portation is what the road you represent 




M- ^'^^V^^^^Pl^^^^H 

_j^ '•>m^ 

rjf igi'^~ 




prufit.s by. Al.^o don't knock the otluT 
line. Knocks are like boonicrangs. They 
come back and confound the thrower. 
We of the Baltimore & Ohio don't need to 
knock. We have enough good things of 
our own to talk about without taking a 
"crack" at the othor fellow . 


4^s ram 0a in lift night! ^b tatn^s in tly^ night! 

Mb softly, Bilpntlg romra; 
Wt^il^ tl)^ little hrouin Ifvahs an tije pilUiutB sa lul^it^ 

Ar0 Jir wanting of hngli^a nnh hrutns. 
m^ ruts tJ|rnngl? tJ|0 snoui lik^ a alrip tlyrougly Oft foam, 

WI|ilp tl|p uilyit^ flakpa arounJi tyint nil^trl; 
131170 trUa l|int $ knoiu nnt, hut I|0 finJiptI|[ life t;iint]D 

Cf^f ^arl? goo^ tittle hoy anJi girU 

3Bia aIHgh it ia long, anh hvBpy anh utxhe; 

iHt uiiU carry a l|oat of tl|inga, 
laitiil^ Jiosrna of Drnma I|ang oupr life aide, 

Wttlii tl|p atirka atirking nn&rr tlfe atringa; 
Anh y^t not tl^^ aounJ* of a Jirunt ia I|part», 

5Jot a hngle hlaat ia hloiun, 
Aa i}v ntounta to ti|0 rl|imnpy top likp a hirJi, 

AnJ» Ikropa to tij^ typartty lik^ a atone. 

Sl^tf little VBh atorkinga lye ailently filla, 

5Eill tl|e atorkinga uiitl Ifoih no ntorr; 
Srtje hriglyt little alrDa for tlye great anoui Ijilla 

Are rinickty aet Jiouin on tlye floor; 
STlyen ^anta Claua ntounta to tl|e roof like a hiri), 

An& gli^ea to l?ia aeat in tl|e aleigly; 
5fot tlye aounli of a hugle or Jirum ia lyearti 

Ab lye noiaeleaaly gallopa auiay. 

3tte ritiea to tlye iEaat, anJi lye ri&ea to tlye 3©eat, 

©f lyia gooJiiea lye tourlyea not one; 
He eatetly tlye rrumha of tlye Clyriatmaa feaat 

Mlyen tlye tiear little folka are iione. 
i^ih ^anta Claua Jioetly all tlyat lye ran; 

Sulyia heautiful ntiaaion ia lyia; 
®:iyen, rlyilJiren, he goo!i to tlyia little olit man, 

19llyen you finJi uilyo tlye little man ia. 

Mirandy^s Prize Cake 

The Climax of the Christmas Feast 

By Thomas N. Miranda 

THH holiday season, crisp and 
, bright, always brings an invita- 
£'^ tion to me. It is ^Tapped in 
chimerical odors of wild-turkey baking in 
the clay and Mammy's never-to-be-for- 
gotten pumpkin pies. Sometimes, not 

Mirandy '^sure did" have a surprise for 
my "tumm}'.'' Had I not been al)le to 
control my appetite, I think I would have 
been tickled to death, but not via the 
palate route. I could have eaten, and 
eaten, and eaten, and then gently, had 



always, there is a vision of frost-covered 
persimmons and toasted chestnuts, as I 
open the billet and read: 

"7/ will never do for you to plead 

loo busy.' We expect you, and 

Mirandy' s got a mouth-watering 

surprise to tickle your palate." 

1 been able to, 1 most assuredly would 
have eaten more. After that there would 
have been nothing to do but tlie and go to 
heaven. And that done, I am sun* I 
would have started out right away in 
search of heaven's pantry, in the hope of 
finding more of Mirandy's prize cake. 




She asked me if I liked it. I just 
smacked my lips, an4 smiled back, as 
children who understand black mammies 

When I came North, I noticed that my 
grip seemed heavier than usual. I sus- 
picioned Mirandy. I remember too that 
mother patted my back as I took a firmer 

time when I used to kneel at Mirandy's 
knee and say: 

''Bless mama, bless papa, bless Mam- 
my" — but I stopped there. I had bles- 
sed those responsible for the feast before 
me. That was sufficient. 

That was Thanksgiving time. Now, I 
am looking ahead, unselfishly, to Christ- 


hold of the handle. Then I understood. 
Mirandy just placed her apron over her 
grinning features and sniffed: 

''Lawsy chile, you sure is growin' 
'spicious. If you's goin' to go, den go-on 
fo' you misses you train." It all comes 
back to me now. 

I lifted out one, two and then the third 
of Mammy Mirandy's cakes. And I 
had a distinct recollection of hearing an 
echo of years ago floating back from the 

mas. You may all, each one of you, 
share my feast if you care to. I cannot 
be with you ; I cannot send each of you a 
''luscious bite" and so, in the very words 
of Mammy, I am going to give you the 
recipe. She said: 

"Chile, you could never cook it, never! 
Le'me see. You don't git no fresh eggs 
in town, does you? . Well, umh! first, you 
takes five cups of flour, one pound of good 
butter, three cups of brown sugar, and 

THE BAi/riMoKi-: AM) oiiio l:.^IPL()^ i;s m aca/im 


thn^e oji;^s. Stir chit tli()r()u<!;lil\'. dcii add 
(and mind, keep stirring all dc time you 
is inixin' dis cake) two {'U{)s of butter- 
milk, two teaspoonfuls of i)akin' soda." 

Right there I interru})t(Ml her with, 
"Mammy, you mean to say teaspoonsful, 
don't you?" She stared at me. 

''Who's tellin' dis receep anyhow? Now^ 
you done mixed me up." I eoaxed fur- 
ther, re-reading what she had told me. 
When I struck ''baking-soda," she took 
up the conversation. 

"Dat's whar I left off. Now^ don't 
stop me no more 'bout teaspoonsful and 
teaspoonfuls, you know what Vs meanin' 
anyhow. Baking-soda, dat's right, now 
you add a half-teaspoonful of cloves, a 
pinch of nutmeg, two teaspoonsful (does 
dat suit you?) cinnamon, one pound box 
of cleaned raisins, one pound box of 
cleaned currants, one-half pound of dates, 
one-half pound of figs, one-half pound 
prunes, one-half pound of citron, one-half 
pound of candied cherries, one-half pound 
of sweet almonds, one-half pound of 
Brazil nuts (or if you prefer pecans, or 
other nuts, you can use'm or put'm all in 
fo' dat matter, but I'se tried'm all an' 
I likes Brazils an' sw^eet almonds best), 
den you stir dat all up a whole lot, and den 
you add, while stirring, one-half pint of 
licker or brandy. (I did not interrupt 
her but I take the liberty now to inform 

you that she did not mean licker,' Tuiuor 
or whiskey, but rKjueui-. the imported 
sweetened spirits, either i-'rencii or Ital- 
ian.) Now den. you gits dat all mi\(,'d 
up fine and nice. i)ut wax pa|)er on the 
tins you is going to l)ake the cake in, 
grease it well with butter to keep it from 
sticking, and you is already. Be sure dat 
de oven is re([-hot when you ])ut the cake 
in to bake, and bake very, very slowly 
for three an' a lialf to foui- hours, 
and be careful dat you don't burn or 
scorch it. Dat's all, chile, 'ce|)t de 
eatin' part." 

"How many cakes will tliat make 
Mammy?" I asked. 

"Cliiie I 'most forgot dat i)art. Well, 
dat make just enough batter for two 
cakes de size of dat candy box you done 
brought home to Miss Nellie." 

That meant that the recipe she gave 
me w^as for two cakes that would fit into 
a five-pound circular candy box. To 
make one cake, use just half the propor- 
tions named in the recipe. 

It is expensive of course. Who wants 
a cheap cake for Christmas or New Year's 
dinner. Good? Um! 

There will l)e others thinkinii; of 
Mammy when they eat such cake, and 
ma\'be there will l)e memories of "Bless 
mama, bless pa])a. bless Manuny." I 
h()])e it may i)e so. Merr\' ('hri-tina>! 

** Pleasant weather in the heart makes pleasant all the day.** 

Waste of Coal for which Firemen 
are Responsible 

(Extract from report of Committee on Firing Practice 
International Railway Fuel Association) 

ON arrival of his engine, a fireman 
^^ should observe the water-level 
^^9 and condition of fire. If the fire 
needs spreading, this should be done; if 
fire is in good shape, it might be well not 
to spread it or apply more coal, for the 
reason that the engine might become too 
hot, resulting in waste of steam at the 

Use blower as lightly as possible under 
all conditions, as the unnecessary use of 
the blower is not only a waste of so much 
steam, but it will cause clinkers to form 
with some kinds of coal. 

Trim the tank carefully, so that there 
will be no possible chance of any coal fall- 
ing from same. . Coal so lost is not only 
a total waste, but there is danger of its 
striking people along the track at cross- 
ings or on platforms at stations. 

Do not use chunks of coal; crack that 
which is too large. Good combustion 
cannot be obtained otherwise. 

Do not try to fill scoop too full, as some 
of it will fall, and it will be impossible to 
place coal in fire box properly if scoop is 
too full. 

Do not allow any coal to roll out of 
gangway; keep it scraped back into the 
coal space of tank. 

Pump the engine as carefully and sys- 
tematically as the firing must be done. 
Keep in mind the work engine will be 
called on to do — that is, keep fire in such 

shape that when grades are encountered 
steam pressure can be maintained with- 
out its being necessary to cut off the water 
supply through the injector; also when 
engine is to be worked lightly or is to 
drift, the fire and the water in the boiler 
should be in such shape as to prevent 
waste of steam at the pops. Also keep in 
mind whether train is on time. This ap- 
plies more particularly to passenger 

It is necessary that fireman know that 
the ash-pan is clean, that grates are in 
good shape and the fire in proper condi- 
tion before leaving the terminal. At 
places where stops are made, see that fire 
and water are in such shape as to allow 
the engineer to get train under motion 
and reverse lever hooked up before the 
door has to be opened in order to feed 
more coal to fire box. 

If necessary to add coal while at a sta- 
tion or terminal, fine up the sides and 
corners, leaving a bright fire in the rest 
of the box, to avoid waste of fuel and 
black smoke. 

Firemen should make a study of com- 
bustion, so as to understand the theoret- 
ical as well as the practical methods of 
good firing. 

Engine should be fired and kept 
in condition to get all the heat pos- 
sible out of the coal, not forgetting that 
in some localities from 25 per cent, to 35 





per cent, of the heat is procured by burn- 
ing the gases Hberated from the coal. If 
poor firing is being done, causing gases to 
escape through flues and stack, just that 
nnich heat (coal) is going to waste, caus- 
ing (xtra work on the part of the fireman 
and loss to the company V)y coal not be- 
ing properly consumed. 

The fireman must keep his mind on his 
work, knowing about where the next 
shovel cf coal is to be placed, keeping the 
fire level and bright. 

The proper amount of air must be ad- 
mitted to fire in order to get combustion; 
this is accomplished by light and sj^s- 
tematic firing. If improper firing is being 
done, such as slugging the engine and not 
closing door between scoops of coal, the 

fire box will become temporarily chilled, 
improper combustion will be the result, 
and the gases from the coal will pass 
through the flues and out of the stack 
unconsumed— an absolute waste of coal. 

Engines should be brought into term- 
inals and to the pit with fires in good 
condition, and decks free from loose coal. 

Avoid using^lump coal as much as pos- 
sible while pulling into the yards and 
taking engine to clinker pit, as in most 
cases chunks so used are but partially 
burned, resulting in same being knocked 
out when fire is cleaned. 

It is imperative that engineer and fire- 
man work together and co-operate in 
every way. Otherwise good results can- 
not be obtained. 

Every Employe a Traffic Agent for the 
Baltimore and Ohio 

We are always in need of assistance to 
secure freight and passenger business. 
Our employes can increase our revenue 
thousands and thousands of dollars if they 
'svill co-operate in soliciting the patronage 
of shippers and travelers. 

We are all working for the Baltimore & 
Ohio, and every one of us can become an 
effective agent for the Company if we will. 
For instance; when you go into a store to 
look at shoes, clothing or other merchan- 
dise, you can make it known to the sales- 
man that you are a Baltimore & Ohio 
man and ask him how he and his family 
travel. When you i)urchase his merchan- 
dise you can say to him: "There is So. 00 
of mv monev. It was earned bv me for 

helping the Baltimore & Ohio Railroad 
give good service to customers. We can 
give you and your friends and employes 
the same good service. Do what you 
can to send your business our way." 

Sometimes you will overhear someone 
say — ''I am going away tonight or 
tomorrow." This is a splendid chance for 
you to say — ''Why not use the Baltimore 
& Ohio? It will carry you safely, swiftly 
and comfortably to your destination." 

Such solicitation as this will build u]) 

our traffic enormously. It will help th«' 

road, hence you. And you can do it in 

a legitimate, dignified and pleasant way. 

E. A. Walton. D. P. A.. 

Baltimore. Md. 

The Boss don't want discoveries: he wants RESULTS, 

M^rrji CbrtBtmaa an£i Happu ^^ui 
^^ar t0 ij0u alL 

Ab tl|^ nUi y^ar paajs^a nut unh ti^t 
n^m apprnarly^B, l^t ub all forget 
our past d!f f ^r^uc^B, If m^ lyau^ any* 
auli rnmm^ur^ 1914 xuftl^ a Btrnu^ Ji^t^rmtuatfnn 
t0 improve tl|^ maun oppurtuulti^B ft may pre- 
B^ut. m^t UB aunib uupl^aBaut f ^^ItugB tnmarli 
rarly 0tl|^r auti Fut^r tly^ u^m g^ar Bquippth 
mitlf unttytu0 but gnnJi mtBly^B au!i a frat^rual 
Bptrtt. Sl^t UB ixtavk uutt^!il|| ault mttly but ttne 
enh iu ut^m — uam^ly, to Improu^ in tl|^ his- 
rl|ar0^ of our Jiutt^B aB far aB ib poBBtbl^, 0tutu0 
tl|^ rompauy uot oul;y tb^ B^rutr^ l^T^JJ r^qufrc^ 
of ixB fuJitutJJiuallu, but maktu0 a Bp^rial effort 
to ha Bom^tlytug utor^ botly tulifufliually auh 

^l|UB our mork mill be murly ^aBt^r. Wb mill 
uot rouBtli^r It a taBk but a pl^aBur^, auli mly^u 
auotli^r y^ar Blyall lyaur roll^Jit arouuli, mc^ mill 
fiuli tlyat m^ lyau^ arrompliBly^^ more tlyau tue 
j^uer JireameJt me rouUi; loyalty mill be tlye 
matrljmorlt of early oue of ub— proyreBB tlye 
orber of euery liay. -a. <s. louat, atorrrapon&tnt 


Fighting the Blizzard on the 
Cleveland Division 

By T. L. Terrant, Lorain 

/^ X the early morning of Sunday, 

mffmmf November 9th, a high wind 

^^i sprang up along the lake front, 

and snow began to fall rapidly. By 7 

a. m. the gale had readied a vc^locity 

completely cut oil" from all outlying i)()ints. 
Freight trains and crews were stallcil in 
drifts at various places on the division 
and three passenger trains were snow- 
bound, making it necessary to discharge 


of sixty miles an hour and snow tlew thick 
and fast. Thisstormcontinueduntiloa.m. 
Monday morning, completely tying up 
Lorain Yard and the Cleveland Division. 

Throughout ]\Ionday the 10th, we had 
high winds and snow at intervals of every 
hour or so, and the drifts in the j-ard and 
on the main tracks were from three to 
twenty-three feet deep. 

Traffic was stopped, wires blown down 
and our general offices at Cleveland were 

tlie i)assengers and take care of them ;it 
nearby farm houses. No. 2 was in a 
seventeen foot drift near Berea, an«l 
could not be dug out until Tuesday the 
11th. Lester was c()m])letely covered 
u]) and all the Great Lakes were strewn 
with wrecked vessels, resulting in a loss 
of So.OOO.OOO and over 2CK) lives. 

Assistant trainmaster Tuttle was 
snowed in at Lester, and innnediatrly 
began work in trying to get various 




crews relieved and an open track. The 
telephone line between Lester, Lorain and 
Seville was the only means of communica- 
tion, all the telegraph lines being down. 

By the telephone, we managed to move 
some relief trains, to get a few freights 
into terminals, and to take care of some 
of the passengers. For sixty hours Mr. 
Tuttle remained on duty at Lester, 

by crews which went out from Lorain. 
Assistant trainmaster Fitzgerald had 
started from Massillon with a number of 
men and had broken the way from Massil- 
lon to Lester. By combining the two 
relief trains at this point, we were able 
to rerail engines, clear main tracks and 
get a line into Lorain so that engines 
could be brought to the roundhouse for 


working as train dispatcher, until dis- 
patcher could be brought from Cleveland. 

On Monday morning a relief train 
was started from Lorain, in charge of 
road foreman of engines G. H. Kaiser, 
and general yardmaster Terrant. It 
required five hours with five Q-1 engines 
to clear the Benton cut of snow, and to 
remove a freight train from it that 
blocked the main track. The drift at 
this point for a quarter of a mile com- 
pletely covered the gondola cars in the 
train, and in some places hid the hopper 
cars from sight. 

Lester was finally reached at 6.20 p. m. 
and four of the crews were relieved 

supplies, etc., and the men brought home 
for rest. With every man working long 
hours and putting every ounce of his 
energy into the relief work, the road was 
opened on Tuesday, and trains were run 
from all points with reduced tonnage. 

Cleveland seemed to get the worst 
part of the drifts, and while the Lorain 
and Massillon boys were working toward 
Lester, trainmaster Fahy had a gang 
trying to break his way through the 
Cleveland yard and to reach Lester, 
while superintendent Lechlider took a 
gang and worked his way from Cleveland 
to Akron, thence to Warwick and into 
Lester, bringing train dispatchers with 



him and installing them at Lester. 
From this point the trains were handled 
for several days until wires could be 
repaired into Cleveland. 

The storm and snow was the worse in 
tlie history of the Cleveland Division, 

:ki(1 a part in the 


and it was onlj^ by the hearty co-operation 
of the men and their determination to 
stick to the finish that enabled us to 
open the line in such a short time. 

The hardships endured during the 
fifty-five hours of continuous work and 
exposure were well rei:)aid by the attitude 


Left to Right, Wrn. CJardncr, Inspi'ctor; Geo. Bevan, 

Boiler Maker Foreman; J. A. Suhjeck. General 

Foreman; Wrn. F. Mitchell, Round 

House Foreman; O. H. Kg- 

gensberger, Clerk 

of our superintendent when he finally 
reached the central ]M)int toward which 
all crews were working, namely L(\ster. 
He put himself in the })la('es of his men 

and encuuragi'd all \v 

On November Hi. Mr. Lechlider .sent 
the following letter out on the division: 
"To all employes: 

"The snowstorm which visited this terri- 
tory on Sunday, November 9th, was t he- 
worst on record at this season of the year. 

'The damage through the destruction of 
telegraph and telephone communications, 
and delay to traffic, will cause a loss of 


ai)pro\iinatcly one (juartci' ol ;i million 

"It now behooves each of u.^ lu j)ut 
forth extraordinary efforts to offset this 
loss as much as possible. Your untiring 
efforts in opening up the road as Cjuickly 
as was done is ai)])reciated by the T'om- 
pany, and by myself. 

"I would like to have each i)ri>t»ii who 
perforuKHl some special duty during this 
strenuous period drop me a line giving 
an outline of his work, so that proper 
record can he made and sent to our 


Progress Along the Right of Way — 
Recent Promotions 

Progress on the work of restoring the 
damaged railroad Hnes in the district 
affected by the floods in the central west 
last spring, is indicated by the rapidity 
with which permanent bridges are being 
installed to replace those damaged or 
carried away by the high water. The 
structural steel work to be used in the 
double track bridge of the Cincinnati, 
Hamilton & Dayton line over the Miami 
River, at Hamilton, Ohio, is on the 
ground and is being erected. 

Contracts have been closed by the 
Baltimore & Ohio Railroad with the 
McLean Construction Company of Balti- 
more, for the enlarging of open Pier 5, 
in the Locust Point terminal, at Balti- 
more. The new pier, which will be the 
largest of its kind on the Atlantic sea- 
board, will cost $100,000, and, under the 
contract, will be completed in three 
months. The timber which will be used 


in the construction of the pier will be 
especially treated by the Baltimore & 
Ohio at its timber preservation plant, 
at Green Spring, W. Va. 

Progress on the extensive improvement 
work which the Baltimore & Ohio Rail- 
road has under way between Orleans 
Road and Little Cacapon, W. Va., is 
indicated by a contract which has recently 
been placed with the American Bridge 
Company, of New York, for 2,500 tons 
of structural steel to be used in the two 
bridges on the new line. The bridges 
are at Magnolia and Kessler's Curve. 
The Magnolia improvement, as the work 
is known, involves the construction of a 
double track stretch of 11 miles, which 
will provide four tracks over a consider- 
able portion of the division east of 
Cumberland. The plan eventually is to 
have a four-track stretch between Cum- 
berland, Md., and Martinsburg, W. Va. 



Work oil the Magnolia iiiii)rovoiiu'nt 
was begun four or five months ago, and 
the rapidity with which it is being 
pushed is attracting the widespread inter- 
est of engineers and others concerned in 
construction matters. The work, it is 
estimated, will cost $6,000,000 and is a 
part of the vast ]:)rogram of betterment 
which president Willard inaugurated 
soon after he came to the railroad. 

headquarters at Cincinnati. Tiie aj)- 
pointment is effective at once and is in 
accordance with a plan of the Baltimore 
ct Ohio oi)erating officers to extend the 
supervision over the Southwestern lines 
of the Systern. 

Under the new organization an office 
of the transportation department is 
established in Cincinnati, directly in 
touch with t^ie office of general manager 

The maintenance program of rail and 
tie renewals on the Baltimore c^ Ohio 
Railroad is being pushed vigorously, as 
indicated by the records for the month of 
October. During October, 86 miles of 
main line tracks were relaid and 250,000 
new cross ties were put in the right-of- 
way. The rail was of the heavy class, 
weighing 100 pounds to the yard; and 
about 157 tons are required to the mile. 

Thirty-five miles of new rail were 
laid on the Cumberland Division during 
October, and 25,000 cross ties were 
used on this section of the road. 

The heating apparatus in the passenger 
station power plant of the Baltimore & 
Ohio railroad is being renewed, installa- 
tion having begun on two 225 horsepower 
engines. The boilers are of the most 
improved type, equipped with attach- 
ments for abating smoke and patent 
stoker devices are also a feature of the 
new boilers. The work is being done by 
railroad forces. 


William G. Curren has been appointed 
to the position of assistant general 
superintendent of transportation of the 
Baltimore & Ohio Southwestern-Cin- 
cinnati, Hamilton 6z Da\i:on lines, with 

W. C. Loree, with whom the new official 
will work in connection with the office 
of the general superintendent of trans- 
portation, at Baltimore. Heretofore 
matters concerning the transportation 
department of the Baltimore 6z Ohio 



System have been handled through 
Baltimore, but under the new arrange- 
ment a complete organization will be 
operative from Cincinnati in handling 
the Baltimore & Ohio Southwestern and 
the Cincinnati, Hamilton & Dayton 

Mr. Curren, who becomes assistant 
general superintendent of transportation, 
on the staff of general superintendent of 
transportation C. C. Riley, at Baltimore, 
has been connected with the transpor- 
tation department of the eastern lines 
for some time past. The new transpor- 
tation official started his railroad career 
as a station agent with the Pennsylvania 
lines, later entering the service of the 
Erie Railroad, and became a supervisor 
of transportation. He resigned this posi- 
tion to become superintendent of car 
service of the Kansas City Southern 
Railway, at Kansas City, Mo., and 
became identified with the Baltimore & 
Ohio System about three years ago, as 
a member of the staff of general super- 
intendent of transportation Riley. 

M. H. Cahill, assistant superintendent 
of the Cumberland Division of the Balti- 
more & Ohio Railroad, at Keyser, W. Va., 
has been promoted to superintendent of 
the New Castle Division, with head- 
quarters at New Castle Junction, Pa. 
The change is effective at once and Mr. 
Cahill succeeds H. H. Temple, who has 

The new superintendent was born in 
1872 and entered railway service in 
November, 1887, as a telegraph operator 
at Lexington, Ohio, on the division of 
which he has just been put in charge. 
He was advanced to train dispatcher 
at Akron, Ohio, in October, 1892, and in 
February, 1905, became division operator 
of the New Castle Division. Mr. Cahill 
was promoted to trainmaster of the 

Pittsburgh Division May 1, 1910, and 
became assistant superintendent at Pitts- 
burgh, May, 1912. He was advanced 
to the position of superintendent of the 
Newark Division, with headquarters at 
Newark, Ohio, August 1, 1912. Re- 
signing in November of the same year, 
he was connected with another railroad 
company until May 15, 1913, when he 
re-entered Baltimore & Ohio service as 
assistant superintendent at Keyser, 

E. J. Lampert has been promoted to 
assistant superintendent of the Cumber- 


land Division at Keyser, to succeed Mr. 

On September 30, the Baltimore and 
Ohio Railroad announced plans for the 
construction of an outbound freight house, 
tracks and platform as an enlargement of 
the Camden Terminal The freight house 
will be 600 feet long by 20 feet wide, and 
in addition there will be four tracks 



having a capacity of 15 cars each aiul a 
phitform 8 feet in wicltli. The new 
facihties ^vill be built along Eutaw Street, 
be ween Lee and Cross Streets, and the 
plans are such as to permit of an extension 
towards the present inbound freight 
}) hit form. 

Construction of the additional facilities 
will be pushed with all possible haste, 
according to the plans of the company; 
and if after the \\ork is gotten under way 
it is found that the job can be expedited, 
day and night shifts of workmen will })e 

A feature of the new freight house will 
be rolling lift doors, which will afford 
protection against fire. The aim of the 
company is to get the building under roof 
and ready for occupancy as quickly as 
possible, and as each section of the work is 
completed it will be put into immediate use. 

The work will be done by the railroad 
forces under the supervision of the com- 
pany engineers and builders. 

hospital is that the railroad nicu, while 
laying off between runs, can secure 
medical attention for minor ailments or 
they can enter the hospital any time that 
illness warrants. 

Trained Nurse at Chicago 

The Baltimore 6c Ohio Railroad has 
placed a trained nurse on its pay roll 
at Chicago Junction, Ohio, where the 
young woman will be connected with 
the hospital staff and will devote her 
time to caring for railroad employes 
confined to the institution on account 
of sickness. The hospital is connected 
with the Railroad Branch of the Young 
Men's Christian Association. Chicago 
Junction is one of the large terminals 
of the northwestern lines of the Balti- 
more and Ohio System, being the point 
of intersection of the lake lines with 
the main route to Chicago. Several 
hundred railroad men from three divi- 
sions of the road run in and out of 
Chicago Junction, and a feature of the 

Anti-tuberculosis Car 

The anti-tuberculosis exhibit car which 
was fitted up by the Baltimore and Ohio 
Railroad some time ago, for the use of 
the health departments of the states 
through which its lines operate, has been 
sent to West Virginia and will be used 
in a state-wide campaign which will be 
conducted against the ''white plague." 
The car is fitted up for displaying charts 
and other exhibits which show the pro- 
gress of tuberculosis, its causes and 
eradication; and the interior of the car 
is arranged for lectures by physicians in 
charge of the work for the health depart- 
ment. The car will be used to open the 
West Virginia campaign at Wheeling. 
It will be in charge of Dr. Harriett Jones 
and other physicians appointed by the 
health authorities. After the lectures 
are concluded at Wheeling, the car will 
be taken on a tour of the Baltimore and 
Ohio lines in West Virginia, even to the 
remotest sections of the state where the 
people have been deprived of the op- 
portunity to familiarize themselves with 
the modern methods of combating the 
disease. A large and powerful graph- 
ophone is a part of the car's equipment 
and will be used in delivering lectures 
for the benefit of i)ersons unable to visit 
the car. The graj^hophone carries the 
sound of the human voice a mile. Other 
states have applied to the Baltimore and 
Ohio management for permission to use 
the car, and these requests will be com- 
plied with at the close of the trij) tlinmgh 
West Virginia. 

— Republican, Seymour. Ind. 

The story is told of the late Jules 
Massenet, the composer, that a bump- 
tious young musician of his acquaintance 
one day brought him the score of an opera 
and said: ''You know that Moliere, when 
he had finished a play, read it to an old 
woman, being convinced that what she 
liked would please the public also. 
Similarly, I wish to play my score to 
you; what you approve will entertain 
others." ''You are very kind," replied 
Massenet, "but as long as you are not 
Moliere you will permit me not to be 
your old woman." 


Thirty-one women are employed as 
railway brakemen and ten as baggagemen 
in the United States. 

In the old days, when the engines on 
the Baltimore & Ohio were so much 
smaller than they are today, an inquisitive 
passenger standing on a station siding 
and watching a freight train of thirty- 
eight cars fail to budge under the pull of 
a puffing little locomotive, turned to a 
brakeman and said: 

"What's the matter sir, why don't the 
train move?" 

"Oh! nothing," replied the brake- 
man, " 'cept the engine's too far from 
the caboose." 

Under the heading "Soft Answers to 
Hard Questions " the Railway Age 
Gazette says that the advice of the 
railways to their employes to be courteous 
is not always easy to follow. When the 
employe is asked questions the replies 
to which, if truthful, would reflect on the 
road, what is he to do? "Giving soft 
answers," the Gazette concludes, "is a 
great art," and a man must be wise as 
well as gentle to be proficient in it. 

It has been told that a conductor and 
brakeman on one of the Eastern railroads 
went into a field to steal tomatoes on a 
very dark night and took their red lantern 
along. The result was that they got all 
green tomatoes when they thought they 
were picking red ripe ones. Moral — don't 
take your red lantern when picking toma- 
toes at night, but use it for purpose de- 
signed. — B. F. Thompson. 


Some years since, at a small station, a 
passenger presented his ticket to have 
his trunk checked. The agent having 
weighed his trunk and finding that it 
weighed 250 pounds, informed the passen- 
ger that he was allowed only 150 pounds 
on one ticket. "But" said the passenger 
"my friend here (presenting the friend 




with another ticket) has a ticket and we 
both have our clothes in the trunk." 
Whereupon the resourceful a^ent placed 
a check on both ends of the trunk, giving 
each passenger a claim check. 

No Noises Disturb Sleep on 
the Baltimore and Ohio 

One of the railroads running passenger 
express service between Chicago and 
St. Louis is advertising ''The Noiseless 
Route," and in this connection makes a 
happy use of the letter ''S" in forming 
the complete sentence ''Silent Signals 
Spell Sound Sleep." It gives prospective 
passengers assurance that no shouts or 
yells of trainmen will wake them from 
slumber. This is an indication that the 
management of this road is \vide awake. 

It has been many years on the Balti- 
more & Ohio, however, since enginemen 
blew a shrill blast of the whistle to see 
if they could reach the folks in the berths 
of passing trains, or that trainmen or 
car inspectors noisily hammered about, 
instead of carefully using their e3^es, to 
see whether all appliances were in proper 
place. It is a generation since rude, 
loud and noisy talk was engaged in 
alongside of Pullman sleepers, with dis- 
regard for the comfort of the occupants. 

The Baltimore & Ohio is to be con- 
gratulated that these little details have 
long since been appreciated and under- 
stood, and that the employes are in- 
terested in seeing how comfortable and 

satisfactory they can make the trij) of 
the person who elects to use the road. 
Wliile this is no mon^ than proper and 
right, it is especially so when it is realized 
that even though the passenger slee])s, 
he is nevertheless contributing to tlu^ 
revenues of the Company, to pay the 
wages and to buy the material and 
appliances necessarv' to the running of 
the road. < 

The only trouble on the "Pictur('S(iue 
Baltimore & Ohio" is the difficulty the 
passenger has in taking his eyes off the 
beautiful country through which lie is 
passing; but, when he retires, his desire 
to sleep is respected. 

Several cars on a freight train jumped 
the track at a switch at a country station, 
the flanges of at least one set of trucks 
running along the rail making a distinct 
dent thereon. A waggish way-freight 
conductor told the agent that "the 
general superintendent would be over 
the division in a few days and would see 
that dent and would censure the agent 
on account of the derailment, as he would 
plainly see, by the mark in the rail, how 
it happened." Thereupon Mr. Ag(»nt 
went to a saw mill nearby, bornnved a 
coarse file, and spent many hours filing 
the dent out of the rail. 

In a Baltimore cigar shop the dealer 
has ostentatiously displa3Td this sign: 

Oh Papa! 

Miss Flip — I wish some one would give 
me an idea how to put on a hair net. 

Father — I wish some one would give 
you an idea to put under your hair net. 
— Judge. 

A Hard Part to Play 


You don't seem to be as fond 
Charley Dawkins as you used to be." 

''No, I admit that I don't care for him 
at all any more. Sometimes it seems as 
if I just couldn't wait until after Christ- 
mas to tell him so." — Judge. 

Madge — You seem annoyed about 
something. Did you forget you were 
standing under the mistletoe ? 

Marjorie — No; but Charlie did. — Judge. 

A Lesson Learned 

The teacher, who was giving the 
primary class a nature talk, inquired: 

''Johnnie, how does a bee sting?" 

Johnnie, a graduate from the school 
of experience, replied with emphasis, 

''Awiuir— Judge. 

The Under Dog 

It is all right to sympathize with the 
under dog if you are sure he didn't start 
the fight. — Judge. 

On the Contrary 

"My, Willy, what a state your clothes 
are in! I believe you have been playing 
with that bad Jenkins boy again." 

''No, ma, I ain't, either. I've been 
fightin' with him." — Judge. 

His Sensible Attitude 

"Is yo' comin' to pra'r meetin' tonight, 
Brud' Dinger?" inquired good old Parson 

"Well-uh, no, sah; I reggin not," was 
the reply. "To tell de troof, pahson, I's 
aimin' to go to de minstrel show — done 
got a comperment'ry ticket." 

"Brud' Dinger, dar won't be no 
minstrel shows in heaven!" 

"Den, if dat's de case, sah, I'm sho' 
gwine tonight, whilst muh ticket's good!" 

— Judge. 

• Diplomacy: (1) The abihty to get 
away with it. (2) Making "no" sound 
like "yes." (3) Making a man feel com- 
plimented when you call him a liar. (4) 
Kissing your mother-in-law. — Credit lost. 




Teacher — Henry, can you define a 

Henry — Yessuni. It's a kid wot comes 
to school wid a smile on his face. — Judge. 

Puzzled the Cop 

It was in one of those thriving Texas 
cities where railroads abound that a tired 

and wear3' traveler accosted a policeman 
and asked the way to the Y. M. C. A. 

The copper was puzzled. He took off 
his hat and scratched his head. Finally 
he burst out : 

"Stranger^ you've got me. I know 
where the Frisco is, and the M, K. & 
T., but that Y. M. C. A. is a new one on 
me." — Everybody's Magazine. 

A wise old owl lived in an oak, 
The more he lived the less he spoke; 
The less he spoke the more he heard, 
Why aren't we all more like this bird ? 

A Passenger's Observation on Baltimore and 

Ohio Veterans 

One of our vice-presidents recently 
received a letter from an old friend who 
has been using the Baltimore (fc Ohio for 
many years. In part it reads, viz. : 

"My wife and the children were 
spending the summer at Hagerstown, 
about ten years ago. On my return to 
Washington one ^londay morning, when 
it was necessar}' to change cars at 
Weverton, I heard a traveling man say 
to the station agent : 

" 'Didn't I see you here last summer?' 
and he answered: 

" 'I guess you did. I've been here for 
thirty-three years.' 

"As a train stopped there a j-ear ago 
I asked about him and found that he was 

on duty right at that moment, putting 
something aboard the express car. Prol)- 
ably he is right there at that station yet 
unless he has now reached the age of 

''As I make trips on the road it i> 
interesting to me to see in charge of 
trains men whom I saw sixteen or eighteen 
years ago when I had occasion to travel 
more than I do now. I am constantly 
struck by the great number of men 
who have long been in the Baltimore 
& Ohio service. The road j)rofits mort 
from these old 'stand-bys' than its 
officials probably realize. In their com- 
munities the}' are the Baltimore & Ohio 


Safety First'' in Pointed Paragraphs 
and Pictures 

EVEN if we were to realize the ideal 
automatic mechanical control of 
trains, it would still be extremely 
doubtful if such beneficial results could be 
obtained from the automaton as would be 
possible of attainment from the best efforts 
of the human agency, because it has been 
well demonstrated in the past that the skill 
of the human hand is capable of producing 
results which cannot be obtained by the 
most accurate machinery. No system 
of mechanical safeguards can be devised 
that will dispense entirely with human 
responsibility. Man's genius, with all its 

Let it relax or waver for an instant and 
all mechanical perfection is at naught. 

No railways anjrwhere are better 
equipped with mechanical devices for 
safeguarding human life than are the rail- 
ways of this country. Cars and locomo- 
tives of the most modern construction, 
equipped with air brakes of the most 
efficient design, are in general use. Highly 
perfected automatic signal systems de- 
signed to preclude the possibility of col- 
lisions are in use on many lines. Their 
use is being extended, although not so 
rapidly as might be. Yet, with all these 


vast accomplishments in mechanical per- 
fection, has not yet succeeded in develop- 
ing the ''fool proof" machine. In every 
operation there appears at some point the 
dominating influence of the human mind. 

mechanical measures, lives are snuffed 
out by the score because some human 
mind failed. 

The railway employe should under- 
stand that a railway is a quasi-public cor- 




poration, and that wlien he accepts em- and responsihihty to society as the coni- 
ployment with it he becomes a quasi- pany that employs him. — From Safety 
public servant, and owes the same (hity Appliance Cofnnn'fhr Rrporf. 


The Importance of Good Flagging 

No movement in railroad history has 
received as strong and uniform support as 
the SAFETY FIRST movement, and one 
of the most important and practicable 
ways to make it a success on the Balti- 
more & Ohio is for our train crews to be 
vigilant in observing the rules of the 
Company on the subject of flagging trains. 

The men who flag trains are protectors 
of human life and property, only when 
they flag conscientiously. They become 
real protectors only when they go back 
the distance prescribed in our regula- 
tions. Standing near the rear end of a 
train with a flag or red lantern in hand is 
not safe flagging. It is criminal negli- 
gence, and the Company regards it in no 
other light. Whether on straight track 
or on a curve we should go back fully as 
far as the Company's rules order us to go. 

Conductors are responsible for the 
safety of their trains, and they should 
know that flag is out the proper distance. 
But when trains are stopped, brakemen 

should not wait for the engine whistle to 
blow them back or for the conductor to 
go from the head end of a long train to 
tell them to go back. If brakemen do 
not go back, they can be held criminall}' 
responsible. It is of far less im])ortance 
when they are left by their train than if 
they caught train and disobeyed the 
rules. What the Company wants and 
insists upon is a strict observance of the 
flagging rules. All of us, especiall}' we 
in the transportation department, should 
unite wholeheartedly to keep the Balti- 
more & Ohio the safest railroad in the 
United States. 

In conclusion I wish to imi)ress u])on 
your minds the importance of loyalty. 
It is one of the greatest of virtues and of 
the highest importance. It is only when 
a spirit of loyalty is manifested on the 
part of all the officers and employes 
alike, that the best results will follow. 
H. B. McDonald, 
Newark, Ohio, Engineer. 





Robert M. Van Sant, Editor 
Herbert D. Stitt, Staff Artist 
George B. Lucket, Staff Photographer 


VER nineteen hundred years ago, 
on the starUt plains of Judea, 
angels sang the birth of the Christ 
child. And the light of divine love which 
shone that night with holy effulgence 
upon the band of lonely shepherds, now 
illumines almost every corner of the 
known world. 

It makes little difference that skeptics 
scoff at the miracle of the divine revela- 
tion ; that scientists question the physical 
possibility of the birth as told in the 
Gospels ; or that scholars riddle the histo- 
rical integrity of the records. This much 
we know, namely : that the love which came 
into the world that hallowed night brought 
with it a new conception of man's duty 
toward his brother; a conception which, 
during the cruel cen- 
turies that followed, 
often seemed little 
more than a tradition 
imprisoned within the 
grim walls of monas- 
teries, but which is 
more widespread and 
practically idealistic 
today than ever before . 

Faith is the only measure of our belief 
in the Divine. It is so written in the 
Scriptures. But an average vision will 
see in the everyday life about us undeni- 
able signs of the practical power of 
the love preached and lived by Christ. 
Wherever we look, we see people of all 
classes giving their time, money and 
talents for the good of others. Could 
stronger evidence be presented of the 
divine origin of a love which moves men to 
such unselfish service ? 

And at Christmas, hterally every heart 
seems to be overflowing with kindness. 
As we approach the season each year, our 
natures soften under its spell. Its per- 
vasive influence touches our lives and 
makes them more mellow. Geniality 
pulsates in every handshake. Sincerity 
rings in every ' ' Merry Christmas . ' ' Faces 
are brighter, smiles cheerier, voices hap- 
pier, and music is sweeter. People 
radiate so much charity that the very 
atmosphere is surcharged. 

Aside from its religious aspect then, 
the true significance of Christmas is that 
it is the one world-wide holiday of the 
year, a festival of love in which all nations 
have a part, when creeds and classes are 
forgotten in the feeling of good will which 
strangely possesses us. And the special 
significance of this Christmas should be 
that it finds the world a little better than 
it was a year ago. Malice and hatred 
have no place in hearts filled with kind- 

How can we make this Christmas the 
best of our lives? First, put aside every 
single prejudice. Greet the season with 
an open heart. Give Christmas a chance. 
Then turn to the part of Henry Van 
Dyke's ''Keeping Christmas, " which is in 
this issue of the Employes Magazine. It 
is the best sermon we know to help us 
start the holiday aright. Next, find the 
first Christmas story, told so simply and 

TiiK HAi;i'i.M()Ki-: AM) ()iii(» I ;.\i i'i.( jm:s maca/ixk 


beautifully by St. Luke. And don't let 
the festival pass without reading Dickens' 
immortal 'ThristmasCarol." After this, 
the petty differences which befog our 
visions and destroy our sympathies for 
our fellow men will have disappeared, and 
Christmas will })e truly happy and hel])ful. 

pi)0t0grapl7Si for ^^p^rial 
Mtrxi Pagr 

Hereafter the pictures of all employes 
mentioned in the "Special Merit" roll 
will be printed in the Magazine whenever 
possible. To enable us to make a good 
showing in each issue, will all emplo^'es 
who have occasion to send in ''Special 
Merit" notices, kindly cooperate with 
their division correspondents by sub- 
mitting photographs of the men men- 

AnnnijmDus Commxtni- 

Man}' unsigned communications are 
received, ostensibly for publication in the 
Employes Magazine. Often they contain 
much good material but cannot be 
published in the exact form in which 
submitted. And as changes should not be 
made in them without consultation with 
the authors, we are unable to use them. 
Since all communications are considered 
strictly confidential, there is no reason 
why authors should not sign them. 


four si)k'ndid articles sul)- 

mitted, one of which was 

a very interesting story, 

which on account of lack 

of space, will be held over 

for a future issue. The 

voluntary interest thus 

manifested, indicates that the Miignzine 

is finding itself. 

If 3'ou have something on your mind 
and woukU like to tell it to all your 
fellow employes, write it up and send it 
to us. It will be promj^tly acknowledged 
and will receive careful consideration. If 
we are unable to use it, it will be returned 
to the author with sincere thanks for the 
privilege of reading. 

On another page in this issue is a re- 
view of the efforts now being made among 
railroad men to help Evangelist Jennie 
Smith secure a home. For such a 
woman, whose life has been devoted 
unselfishly to making others better and 
happier, and for such a cause, it should 
not be necessar}^ to make an urgent 
appeal. And we believe that a home will 
be given her as a free will offering from 
those among whom she has lived and 

Here is a happy opportunity to share 
our Christmas blessings with one who 
deserves them in abundance. 

Smployrs fHakiita tlir 

Each issue of the ^Magazine sees a larger 
number of voluntar}' contributions from 
our emploj'es. For this issue there were 



Where do you place safety in relative importance among the ends 
to be sought in the operation of a road? 





Shops and 






nan«(> of 






$ 9,398 


















New Castle. . . 


Shenandoah. . . 

* 785 





Philadelphia . . 


* Indicates that these divisions did not have a 
single case of personal injury in the class of service 


We will show, each month, on the 
"hammer" test, the four divisions mak- 
ing the best showing in injuries, based 
on wages paid, divided as between acci- 
dents occurring "In and around trains 
and yards/' "In and around shops and 
engine-houses," "Maintenance-of-Way" 
and "Total." Heretofore, we have 
been figuring the standing of each di- 
vision on the number of employes, but, 
in many ways this is unfair; for instance, 
if work is slack practically the full num- 
ber of names appears on the rolls but 
the amount drawn is less; therefore, it 
is evidently fairer to show the wages 
earned per injury; then, if business falls 
off the wages will do the same, and the 
liability of injury is correspondingly 
decreased. It is understood that the 
amount of wage indicated is representa- 
tive of one injury. 

OCTOBER, 1913 

In and J" a°^, ,, . , 

^. . AmnnH Around Mainte- 

Div.sions Trains and Shops and nance of Total 

Yards Engine- Way 

Philadelphia. $2,413.79 $ 1,872.02 $16,874.13 $ 2,897.37 

Baltimore... 4,897.71 2.020.44 5,921.18 4,010.67 

Cumberland.. 4,196.30 2,347.82 4,729.73 3,376.63 

Shenandoah. 3,729.93 *785.65 5,269.40 4,504.97 

Monongah... 5,034.45 1,142.30 4,284.04 2,419.37 

Wheeling.... 4,433.79 2,504.49 2,432.29 3,393.60 

Ohio River . . 4,200.32 2,082.14 4,397.85 3,213.47 

Cleveland.... 5,244.46 1.883.73 11,124.05 3,524.63 

Newark 2,724.25 2,511.15 10,023.93 3,065.76 

Connellsville. 6,501.60 3.705.60 20,402.77 6,741.35 

Pittsburgh... 5,351.52 3,349.94 11,416.60 4,896.59 

Newcastle.. 6,780.76 2,494.67 9,848.45 5,104.96 

Chicago 2,953.37 1,099.12 10,622.17 2,388.93 

Ohio 4,979.20 2,055.48 31,781.65 4,018.49 

Indiana 3,766.80 10,582.00 5,536.68 4,825.99 

Illinois 9,398.48 76,466.85 21,726.42 19,323.02 

Toledo 7,858.25 11,594.60 13,770.67 10,179.20 

Wellston 9,239.00 7,379.50 7,407.50 8,008.67 

Indianapolis.. 8,268.50 7,816.40 4,015.33 6,443.20 

B. & 0. C. T. 3,655.45 3,193.07 9,341.11 4,305.64 

Average r 4,564.97 2,543.67 7,824.98 3,997.36 

* Indicates no accidents. 


'' The General Safety Committee hav- 
ing received a number of requests from 
employes for ^Safety First' buttons, it 
has been decided to confine the use of 
such buttons to the members of the var- 
ious Safety Committees, ex-members to 
retain and wear their buttons. By this 
method any employe wearing a Safety 
button indicates that he is or has been 
a member of the Safety Committee 
and suggestions to improve the safety 
movement can be made to such persons 
with the knowledge that they will be 
properly reported." 


«^E>Cl7^L> IMEreiT*^ R.OI^Ly 


(See November Special 



Fireman Jiunes llillis, wliile firing (Migine 
No. 1633, saw a piece of flange which liad 
broken from car wheel. Hillis picked up 
broken flange and made search for car. He 
found it and notified proper official. 

Engineer William White 
of the East Shore Drill 
engine, while laying at 
Vanderbilt Avenue siding 
noticed box aflame on 
coach No. 94, train No. 
67. He blew brakes and 
stopped train. 

Signal batteryman Joe 
Kowslowsky is to be com- 
mended for finding broken 
rail, eastboundtrack, east 
of signal 130, Oakwood 

Heights, November 12th, 1913, about 7.50 a. m. 

Kowslowsky flagged No. 6 and all other trains 

until repairs were made to track. 


On the first of November, brakeman H. K. 
Snyder found an intoxicated man, who had fallen 
through the bridge at Christina Creek, Newark, 
and by means of a drag chain removed him to 
a place of safety. The unfortunate fellow had 
two quarts of whisky on his person, which, 
strange to say, had remained intact through 
the fall. If Snyder had not rescued him there 
is but little doubt but that he would have died 
of exposure, as the night was extremely cold. 

Snyder forced an emetic into him and sobered 
him somewhat with this and some good advice. 
After promising to drink coca cola in the future 
the rescued one took his departure. 

When fireman J. Voyce of train 520 was 
removing signals from his engine at Camden 
station, he unfortimately fell to the platform, 
seriously injuring himself so as to incapacitate 
him temporarily from service. Engineer Car- 
roll, who was going to deadhead on the train 
to Philadelphia, witnessed the accident and 

unsolicited, volunteeretl and did take the place 
of the disabled fireman, firing the engine 
through to Philadelphia, without delay. His 
loyal action, under emergency circumstances, 
is commendable. 

On October 15th, 1913, triin 691, engine 
4087, had in train P. ct R. 2487 loaded with 
high explosives with broken bol.ster on rear 

truck. Conductor Uhler 

noticed something wrong 
with the car while train 
was between Childs and 
Leslie, and on stopping 
the train found the bols- 
ter broken. The wheels 
on the left side of rear 
truck were spread and 
journal box was riding on 
the rim of journal. Had 
it not been for the alert- 
ness of Mr. Uhler, a serious accident might have 


On October 13th, 1913, T. S. Fisher, agent, 
Boyds, Md., on close observance of passing 
train extra Nos. 4030 and 4020 detected brake 


I isni:i{ 




rigging down on car in middle of train; he re- 
ported same and train was stopped at German- 
town where brake rigging was found dragging 
on raiL Repairs were made and train taken 
forward. Prompt action and good judgment 
reduced possibility of accident. 

On October 31st, 1913, brakeman A. C. 
Maddox, while passing through Camden yard, 
noticed two nuts missing from brake rigging 
on Baltimore & Ohio No. 22183, loaded with coal. 
He reported this to the office, the yardmaster 
was notified and had car repairman repair 
same at once. 

At 1.40 p. m. on November 6th, 1913, track 
foreman T. L. Scruggs, who was working with 
his men between Baileys and Carrolls, reported 
to the despatcher's office that extra west engine 

telephone. She went out and flagged No. 88 
and notified the crew, who found the broken 
truck under Baltimore & Ohio No. 21461. By 
the alertness and promptness of all concerned 
a possible serious accident was averted. 



No. 4267, in charge of conductor J. W. Tucker, 
engineer R. G. Kirk, was passing and had car 
in train with a broken flange. Train was 
stopped at Mount Clare Junction for careful 
examination and it was found that C. M. & 
St. P. No. 82170 had eight inches broken flange. 

On November 12th, 1913, as train No. 88, 
engine No. 4268, in charge of conductor B. H. 
Wilt, engineer J. D. Drenner, was passing 
Watersville Junction, Dave Harget, a lamp- 
tender, observed a car in train with a broken 
truck. He notified operator H. W. Nusbaum, 
who called up dispatcher and then called Mrs. 
John Zepp, a resident of Watersville, on the 


On October 16th, while walking down the 
south freight repair track in Cumberland yard, 
T. E. Youngblood, car repair foreman, dis- 
covered two broken angle bars on the east- 
bound main track about twenty-seven rail 
lengths east of Williams Street crossing, the 
angle bars being broken. 

He sent a man to Williams Street to flag 
train No. 90, engine No. 2831, until the angle 
bars could be replaced. His close observation 
and prompt action in this case prevented a 
possible accident and a meritorious entry will 
be placed on his record. 

On October 24th, extra west engine No. 4199, 
engineer W. J. Laffey, conductor P. Coyle, was 
flagged east of Buckhorn Flower Garden on 
Cheat River grade by engineer W. G. Parker, 
on account of rock and dirt slide which ob- 
structed both tracks. His wife was flagging 
the eastbound tracks at the same time. Both 
acted in such prompt manner that they left 
their meal unfinished and did not even hesi- 
tate long enough to get their hats. 

This was very commendable and the Com- 
pany fully appreciates such meritorious service. 
An entry of the incident will be made on Mr. 
Parker's record. 


Yard brakeman Jacob Baker flagged east- 
bound freight No. 96 at Martinsburg, Novem- 
ber 6th, seeing fire flying under train. He 
found brake rigging down on H. V. No. 8425, 
which he put up and made safe in ten minutes. 



While a freight train was pulling in the yards 
at Grafton, hauling dead engine Xo. 2299 for 
shopping, in some way the latter became 
derailed. The engineer in charge did not 
notice same, as he was watching signals. 
Pipe fitter E. T. Carroll, standing outside of 
shops, saw engine Xo. 2299 leave the rails, went 
across yards and signaled engineer to stop. 
The quick action of Mr. Carroll probably 
saved a serious accident. 


On Simday, October 12th, while trackman 
George Burge was out walking with his family 
he discovered a broken rail, immediately noti- 
fied operator, personally fiagged train Xo. 71, 
and went to Roseby Rock and called out track- 
men to make repairs. Mr. Burge deserves 
special credit for his watchfulness while off 
duty, as he no doubt prevented a serious acci- 

On X'ovember 6th, while train Xo. 9S was 
passing Floyd, supervisor P. Murtaugh and 
section foreman J. R. Markey noticed a wheel 

wabbling badly undrr Baltimore & Ohio No. 
00245. Mr. Murtaugh notified operator at 
Littleton, who stopped train and conductor 
Gatewootlmadean examination and foimd a very 
badly bent axle. The car wa.s set off for new pair 
of wheels. Credit is equally due Mr. Murtaugh 
and Mr. Mackey as they were separated when 
train passed and each discovered the same 

At 9.30 a. m., October 19th, tunnel watchman 
P. Hendrix found a very badly broken rail 
at the west end of Board Tree Timnel. A seven 
foot section of the rail was broken in several 
pieces and would have been disastrous to double 
header extra Xo. 2720, which was approaching. 
Mr. Hendrix is an old employe of the Company 
and is ever on the alert. He seems to be an 
expert in finding defects, nothing escaping his 
eagle eye. 

On Sunday, Xovember 2nd, while track 
walker George Sole was covering section X'o. 
11, he found a horse fast in bridge 129 at the 
west end of Soles Tunnel. This surely was a 
lucky discovery as train Xo. 72 was about due. 
Mr. Sole flagged train and with assistance of 
the train crew and some passengers extricated 
the horse from the bridge. One of its legs 
was broken and they had to kill it in order to 
remove it from the bridge. The delay to Xo. 
72 was forty-five minutes long. Picture in your 
own mind a passenger train running into a horse 
on a bridge at the approach of a timnel and you 
can evolve an idea of what might have been 
the result if this horse had not been discovered 
before the train hit it. 


On the morning of Xovember Sth, while 
running passenger train Xo. 14. engineer E. 
Robson discovered a 
piece of iron sticking up 
between the rails at the 
third crossing west of 
Xew Philadelphia, • and 
immediately wired the 
superintendent's office. 
Mr. Robson is to be 
commended for his watch- 

On Friday evening, ^ ROBSON 

Xovember 14th, engineer 

W. J. Diebold discovered a broken frog leading 
in long siding from main track at Canton yard, 
and he immediately flagged train Xo. 10 which 



was due. Train No. 10 passed over the frog 
in safety, but had it been going at a high rate of 
speed, it might have left the rails and caused 
a serious accident. Mr. Diebold is to be 
commended for his watch/ulness and action 
in this instance, and superintendent Lechlider 
has written him an appropriate letter. 

On November 8th, brakemen A. L. Ruth and 
C. V. Gelski, while on a drag of cars going to 
Howard Street, discovered a fire in an empty 
car. Both of them immediately got in the car 
and put the fire out. In doing so they found 
a tramp in the same car and it is evident, 
from a lighted stub of a cigar which was found 
among some old papers in a corner of the car, 
that the tramp had thrown it away and fallen 
asleep. These gentlemen are to be commended 
for their watchfulness in this instance. 

On November 12th, patrolman G. J. Mueller 
discovered switch-point of switch leading from 
eastbound main to C. L. & W. yards at Clark 
Avenue, Cleveland, Ohio, sticking above 
main track about six or seven inches. He 
immediately reported it to the supervisor, 
who had repairs made promptly. Mr. Mueller 
is to be commended for his watchfulness in this 

On October 23rd, brakeman William Drugan 
discovered broken rail on main track between 
water plug and Arlington Street at Akron, and 
immediately notified the yardmaster, who had 
section men put in new rail. The discovery 
was made seven minutes before train No. 20 
was due to arrive. The train was flagged and 
passed over the broken rail without trouble. 
Mr. Drugan is to be commended for his watch- 
fulness in this case and for the action he took. 

On November 2nd, Michael Andreas of New 
Philadelphia, Ohio, found a very bad joint on 
eastbound track at New Philadelphia, and 
immediately reported same to the operator 
at that point. 

While train extra west No. 4311 was coming 
down Belden Hill, on October 28th, trackman 
John Shoder noticed about twenty-four inches of 
broken flange on Baltimore & Ohio 136541 and im- 
mediately gave stop signal to rear end. Train 
was stopped and bad order car cut out of train. 
The watchfulness on the part of Mr. Shoder, 
no doubt, prevented a serious accident and he is 
to be commended for his watchfulness in this 


F. R. Thomas, operator at Lore City, Ohio, 
noticed smoke coming from car in train No. 97 
while passing that point November 19th, and 
notified crew of train at 
Mineral Siding, the first 
office west, who found 
car to be on fire, and 
extinguished blaze with- 
out serious damage. 
His prompt action in 
this instance undoubtedly 
saved serious loss, and is 


Engineer G. H. Stasel 
and conductor W. P. 

Evans, while pulling through eastbound siding 
at Zanesville, discovered that the west switch 
of Brown Wagon Works track was standing 
partly open and cars just into clear on this 
track. The train was stopped and switch 
closed. Passenger train No. 18 would have 
been the first train to arrive and the action of 
these men prevented a possible accident. 

On November 6th, while in charge of helper 
engine No. 2752, engineer J. M. Cook discovered 
a broken rail in the third track one-fourth mile 
west of Mance. He left a watchman to protect 
traffic and notified the section foreman, who 
made repairs. 

Had the condition of this rail not been 
observed by engineer Cook, a very serious 
accident might have resulted, as it was situated 
at the summit of the heavy grade between 
Sand Patch and Hyndman. 

On October 29th, while engine No. 2020 was 
being transferred from Newark to Wheeling 
Division light, supervisor A. Lemaster noticed 
that the axle on the pony trucks was bent and 
promptly notified chief 
dispatcher's office to this 
effect. Engine was 
stopped at first tower, 
engineer got down and 
examined engine, but 
could not tell whether 
it was bent or not. The 
engine was then sent to 
the West Zanesville 
shops and was derailed on 
the frog at that point. 
Further examination showed that the wheel 
was broken off in the box. The close observa- 
tion of passing train, as given in this case by 
Mr. Lemaster, no doubt prevented a derailment. 


Tin: BAi/riMoKK AM) oiiio l:MIM.()^ i:s macaziM': 


(). M. \'anior, working tliird trick at Bridge- 
ville, Ohio Tower, after being relievcil from 
duty and on his way home, was overtaken two 
miles east of tower by freight train 1st 89, 
running at good speed. Mr. Varner noticed 
brake beam down under first ear from engine, 
and called to engineer, but was unable to 
attract his attention; however, he was able to 
get the conductor's attention, and he stopped 
train from rear end, and removed all defects. 
Shortly after the above occurrence, Mr. Varner 
was on his way to work before daylight and 
found a very bad joint in track, both angle 
bars broken in two opposite ends of rail. He 
made prompt report to section foreman. His 
action in these cases is appreciated, and possibly 
prevented an accident. 


On the morning of September llth. while 
switching at CJardner Avenue. New Castle. Pa., 
brakeman Win. Horcliler found Baltimore & 
Ohio car No. 23S0S7 with about eighteen inches 
of flange missing. Mr. Horchler is to be 
commended for his alertness and watchfulness. 

On November 13th, car painter foreman Fred 
Abblett of New Castle Junction, acting as 
sanitary inspector, was corning east from 
Lowellville, on engine No. 40G7, and on passing 
the limestone tipple at Himrods, noticed a 
large rock in the center of the westbound track. 

He realizett that No. 13 was about due. and 
notwithstanding the fact that No. 4007 wjuj 
traveling at a good rate of speed, got off to 



On November 13th. J. J. McDonough, wreck- 
master on the Glenwood tool train, discovered 
a broken rail with about eight inches broken 
ofT of the ball of the rail. He promptly notified 
the operator, called out the section men and 
had the rail removed just in the nick of time to 
prevent the stock train from running into the 
defective part. 

Miss Nora Parks, third trick operator at 
33rd Street, noticed after the passing of street 
car over Thirty-third Street crossing. Pitts- 
burgh, that a paving block had been torn from 
the center of crossing and was lying in the 
middle of track. Miss Parks removed same 
just ahead of Train No. 7 and thereby avoided 
a possible accident. 

remove the stone, arranging with the fireman 
on No. 4067 to flag No. 13 if it was on time. 
After getting the stone ofT the tracks, Mr. 
Abblett made arrangements with the Main- 
tenance of Way Department to examine the 
hillside for stones, etc., which might 
later cause trouble. The New Castle Division 
people highly appreciate Mr. Abblett '.«^ prompt 


On Sunday, November 2nd, general foreman 
F. C. Schomdorfer and engineer E. E. Hewitt 
were breaking in engine No. 692. Just after 
passing ever the Scioto river bridge they 
noticed an Tinusual bumf) and stepped the 
train, went back to investigate and found 
about si.x inches of rail missing. They imme- 
diately reported it to the superintendent and 
the repairs were made. 



A. Hunter Boyd, Jr. 

J. W. Coon, Chairman 
E. Stimson F. E. Blaser Dr. J. F. Tearney John Hair 


Correspondent, W. B. Biggs, Agent, New York 


W. Cornell Terminal Agent, Chairman 

W. B. Biggs Agent, Pier 22, N. R. 

J. J. Bayer Agent, West 26th Street 

E. W. Evans Agent, St. George, S. L. 

J. T. Gorman Agent, Pier 21, E. R. 

A. L. MiCHELSEN Agent, Pier 7, N. R. 

E. Salisbury Asst. Terminal Agent, Pier 7, N. R. 

Alfred Oswald Foreman, Pier 22, N. R. 

M. E. Degnan Foreman, West 26th Street 

Gus Flamm Foreman, St. George, S. I. 

C. J. TooMEY Foreman, Pier 21, E. R. 

E. Sheehy Foreman, Pier 7, N. R. 

Louis Polly Laborer, Pier 7, N. R. 

Tony Ross Laborer, Pier 22, N. R. 

Sam Gilesta Laborer, 26th Street 

Mike Monday Laborer, Pier 21, E. R. 

Mike DeMa yo Laborer, St. George 

C. H. KoHLER Supervisor Floating 

Equipment, Marine Department 

A. Bohlen Captain, Marine Department 

Jas. Hewitt Engineer, Marine Department 

Patrick Meade Oiler, Marine Department 

R. Mullen Fireman, Marine Department 

T. Halverson Deckhand, Marine Department 

H. M. Nielsen Lighter Captain, Marine Department 


Correspondent, R. Groeling, Chief Clerk, 
Clifton, S. I. 


F. C. Syze Trainmaster, Chairman 

B. F. Kelly Assistant Trainmaster, Vice-Chairman 

R. H. Taxter Road Conductor 

M. ScHAFFER Road Trainman 

J. R. Huff Yard Conducto- 

Alex Conley Road Foreman of Engine- 

G. Hartman Fireman 

E. Alley Track Supervisor 

J. Johns Master Carpenter 

W. L. Dryden Signal Supervisor 

H. E. Smith Shop Foreman 

C. J. O'Connor Passenger Conductor 

F. E. HoRAN Road Engineer 

D. A. McLaughlin Yardmaster 

R. E. Collins Passenger Trainman 

The Staten Island Lines have been setting 
the pace in a number of ways. First we have 
some bowlers on Staten Island. Then one of 
our operators received the prize for the best 
article on "How to Handle a Prospective 
Passenger." Mention was made last month 
of twins arriving at the home of paymaster 
McNeill. Now we announce another pair 
of twins. Engineer George Hartman is the 
happy father. ''George" is quite proud and 
talks of nothing else. 

Frank Dolan, timekeeper and clerk in the 
master mechanic's office, is wearing the smile 
that won't come off. Announcement was 
recently made of his engagement to Miss Lena 
Hoehn of Tottenville. Both young people are 
very popular on the south shore of the Island. 

P. J. McGrath, engineer on the ferryboat 
''Perth Amboy," and his wife recently made a 
trip to Niagara Falls. 

John Mulligan, boilermaker, spent a pleasant 
vacation at Fairmont, W. Va. 



D. O'Connor, for a nunibor of years foreman 
car inspector, and his wife nuule a trip to their 
old home at Ithaca, N. Y. Recently the nuMi 
in the freight car repair department presented 
Mr. O'Connor with a handsome watch chain 
and charm. 

B. F. Kelly, assistant trainmaster, is famil- 
iarizing himself with t ransi)ortation problems 
in tlui west between Baltimore and Chicago. 
Mr. Kelly will probably be away a few weeks 
checking the fast freights. 

It is with deep regret that we learn of the 
death of conductor Wm. McAndrews' mother, 
who died on November 17th; also the death of 
conduct oi Wm. J. Hayes' daughter, who died 
on November 8th. 

Chairman Syze of the Safety Committee is 
much pleased with the enthusiasm evinced at 
the last meeting, only one member of the 
committee being absent and he on account of 

Road foreman of engineers Conley recently 
went on a hunting trip with engineer Schweiger 


( 'orrcspondcnt, .1. ('. Rich vudsov, Chiif Cli rk, 



J. 'r. (JMIAI'SEV Siip«Tint«-n(lfnt, Chairiiiun 

H. K. Haktman Train inuiiter, \ice-CI)iiirinan 

T. H. TiTininuI AKi'nt 

V. P. Dhugan Assistant I)ivi.sion KnRini'cr 

F. II. Lamb , Cluim ARont 

Dr. .v. L. Pohteh Medical Examiner 

II. M. White EnKinp«r 

J. C. Jekkers Fireman 

G. G. James Conductor 

Ja.mes Flynn Yard Conductor 

C. W. Cain Yard Conductor 

J. N. McCANN...GanK Foreman, Car Department, Kjust Sidi* 
R. C. Acton ....%. .STrctary 

Z. T. Brant ner, superintendent maintenance 
of way shops, Martinsburg, passed through 
Philadelphia returning from the Master Car- 
penters' Convention at Montreal, Canada. 
Friend Brantner was formerly general foreman 
of the Philadelphia Division at Bay View. 

Congratulations are extended to George Rule, 
locomotive engineer, on the birth of a daughter 
on November 13th. Mother and daughter 
are doing well. 

T. B. Franklin, terminal agent, Philadelphia, 
has just returned from a visit with Mrs. Franklin 
to his old home at Gallatin, Temi., and other 
points in that vicinity. 

A meeting of the superintendent's stafT and 
the principal agents in Philadelphia and Phila- 
delphia Division was held November 12th at 
Philadelphia and O. S. & D. matters and other 
questions pertaining to the handling of freight, 
particularly L. C. L., were discussed. J. W. 
Coon, assistant to the general manager, Douglas 
Elphinstone and C. A. Witzell, supervisor of 
station service, made some very pertinent 
remarks, which were received with interest 
by those concerned in these very important 

W. W. Lackey, foreman of the freight house, 
at Wilmington, Del., has been ill for several 


and fireman Schweiger. According to accounts 
the rabbits had no chance whatever to get 
away from Conley 's gun. 


Correspondent, ^^'. H. S( iiidkk, Baltimore 


O. II. IIoBBS Cliairmaa 

C. W. Mewshaw Vice-Chairrnan 

G. R. Albiksr Yard Conductor, Curtis Bay 

R. B. Banks Division Claim .Agent 

E. H. Barnhart .X.ssistant Division EnRineer 

J. H. Bino Yard lirakoman, Ix> Point 

T. Deenihan Car Inspi'Otor, Wa-shinRton, D. C. 

D. -M. Fisher Agent, Wa-shinRton, D. C. 

R. T. Foster Yard Brakeman, Brunswick, Md. 

Geo. Gard.ner Yard Conductor, Camden Yard 

W. Hakrigan Air Brake Repairman, Riverside 

A. M. Kin.stendorff .\gent, Camden Station 

Dr. E. H. Mather-s Medical Examiner 

G. II. Miller Yard Conductor, Washington, D. C. 



W. T. Moore Agent Locust Point 

W. P. NicoDEMUs Machinist, Brunswick, Md. 

C. E. OwiNGS Passenger Conductor, Camden 

W. E. Shannon Transfer Agent, Brunswick, Md. 

E. K. Smith Secretary, Y. M. C. A., Brunswick, Md. 

T. E. Stacey ..Secretary, Y. M. C. A., Riverside 

C. E. Stewart Piecework Insoector, Brunswick, Md. 

Geo. S ypes / Fireman, Riverside 

S. R. Taylor Yard Brakeman, Bay view 

S. E. Tanner Master Carpenter, Camden 

C. E. Walsh Engineer, Riverside 

J. L. Welsh A.ssistant Yardmaster, Mt. Clare 

G. H. Win SLOW. . .Secretary, Y. M. C. A., Washington, D. C. 

R. T. Mewshaw, assistant timekeeper, 
Camden Station, incidentally a self-styled 
mighty hunter, recently went to the wilds of 
Calvert County on a gunning trip. His total 
haul was two rabbits, although his party killed 
about one hundred and fifty. The mighty 
hunter left his companions at one time and 
returned with two bunnies. He said that 
he had killed them. It developed later, how- 
ever, that he had bought them from a party 
who had just shot them with Mewshaw's gun. 
It is said that the latter's friends had a hard 
time keeping him from shooting himself as he 
invariably tried to use the wrong end of his gun. 


Bassett Mace, superintendent of insurance, 
and his wife, spent a vacation of two weeks 
at Key West, Florida. 

The drafting room bowling team has won 
six straight games this season, thus far, a great 
improvement over the team of last year, which 
finished last. The team is under the gallant 
leadership of George S. Robertson. "Watch 
them, boys!" 

Robert McLean, head janitor at the central 
building, is going to try and run for mayor at 
the next election, and has promised Norman 
Tillery (better known as Shorty), the mail 
wagon driver, the position as his secretary, 
if he gets all the Baltimore & Ohio boys to 
vote for him; 

Percy White, stenographer to the superin- 
tendent of the central building, has been elected 
secretary of the Milton University Athletic 

Ambrose Monohan, formerly secretary to 
the district passenger agent, has accepted a 
position with the Old Bay Line Steamers as 
secretary to the general passenger agent. 
Good luck, Mony. 

Bob Spath, of the relief department, is playing 
with the strong St. Andrew's Seniors soccer 
team, in the Clifton Park Soccer League. 
Bob's team is now in second place and a good 
runner-up for the pennant. 

E. C. Cavey, stenographer in the general 
manager's office, just returned from an extensive 
trip over the line with Mr. Galloway. 

E. A. Walton, district passenger agent, 
Baltimore, has personally presented a very 

handsome silver loving cup, to be given to the 
winning team in the Intercity Soccer League. 
Baltimore, Washington and Wilmington, Del., 
will be represented in this league. 

B. J. Preston, postmaster, central building, 
has been summoned on the jury for this term. 

On November 11th, Allen C. Purdy, for- 
merly of the pass bureau, died after an illness 
of eighteen months. He was twenty-four years 
old at the time of his death. The Rev. J. F. 
Heisse of the Union Square M. E. Church 
conducted the funeral services, assisted by 
the Rev. R. L. Wright of the Harlem Park 
M. E. Church. The members of his family 
have the sincere sympathy of his former co- 

Hon. Wm. Jennings Bryan left Washington, 
D. C, Thursday, November 20th, on our train 
No. 166, for Baltimore, in private car 

E. A. Walton, our district passenger agent, 
went to Washington to meet Mr. Bryan, and 
accompanied him to Baltimore, where he 
attended the annual banquet of the National 
Credit Men's Association at the Belvedere 

Mr. Bryan returned to Washington that 
evening in private car on our train No. 3. 


The Baltimore and Ohio Car Service Duckpin 
League, composed of members of the car service 
and transportation departments, has been 
organized at the central office. Weekly ses- 
sions will be held at the Baltimore Bowling 
Alleys, 118 East Baltimore Street, every 
Monday evening at 8.30. The league is com- 
posed of six teams of five members each and the 
season, which began November 3, 1913, will 
continue until April 27, 1914, each team playing 
seventy-five games. 

The officers of the league are: 

President, William R. Mackin; secretary and 
treasurer, Charles E. Bortner. 

The teams and their captains are: 

Local Record — R. H. Dienhart, captain; L. 
A. Wills, J. I. Clancy, F. Kraus, J. J. Clancy. 

Foreign Record — A. J. Johnstone, captain; 
H. Phillips, D. Shipley, W. R. Mackin, 
P. Moore. 

Mileage — F. C. Ackerman, captain; C. E. 
Bortner, J. H. Bramble, G. Viehmeyer, G. 

Tracing— P. Guerke, captain; J. A. Hlavin, 
L. Brown, H. Burk, J. J. Casey. 

Claim— H. I. Taylor, captain; A. W. Black- 
burn, W. E. Wall, J. D. Lucas, G. Schildwachter. 

Per Diem— J. Volk, captain; V. S. Summers, 
M. T. Byrd, E. M. Chaney, Robert Beaver. 

All Baltimore & Ohio employes are invited 
to attend the contests whenever they are in 




Corro^poiidcnt. H. A. Beaumont, General 



P. CoNUK jSuperintenilent Shops, Chairman 

S. A. Carter MHcliiniat, Erecting {^hop 

H. OvERB Y Machinist, Erecting Shop 

J. P. Rein ABDT Kire Marshal, Axle 

and Blacksmith Shops and Power Plant 

H. C. Yealdhall Boilerniaker, Boiler Shop 

R. W. Chesney Moulder, Brass Foundry 

V. L. Fisher Moulder, Iron Foundry 

J. L. Ward Machinist, Number 1 Machine Shop 

J. O. Perix Machinist, Number 2 Machine Shop 

H. E. Haesloop Tinner, Pipe, Tin and Tender Shops 

Geo. R. Leilich Manager, Printing Dept. 

CAR depart\:ent 

H. A. Beaumont Chairman 

H. H. Burns Freight Repair Track, Mt. Clare 

T. H. Tatum Repairman, Freight 

Car Repair Track, Mount Clare 

L. A. Margart Mount Clare Junction 

J. T. ScHULTZ Cabinet Shop, Mount Clare 

C. W, Gegner Passenger Car Shop, Mount Clare 

Otto A. Frontling Paint Sliop. Mount Clare 

J. ZiswARCK Car Builder Camden 

P. G. Hack Camden 

C. W. Kern Stenographer, Baileys 

R. W. Upton Curtis Bay 

H. C. Albrecht Inspector, Locust Point 

D. Schaffer Locust Point 

J. F. Mielka Locust Point 

I. G. R. Lathroun Bayview 

Charles B. Snapp, better known to the boys 
in the passenger car department as "Doc," was 
married to Miss Louise L. Bauer on October 
9th, 1913. We all desire to extend our con- 
gratulations to "Doc" and his wife. Mr. Snapp 
was presented with a clock in order that he may 
always be on time. Presentation speech was 
made by John D. Riley, but "Doc" was too 
surprised to say very much in reply. 

A. O. Peach, one of our veterans at Mt. Clare, 
has decided to eat his Christmas dinner 
with J. B. Daugherty, master mechanic at 
Benwood, W. Va. Mr. Peach will also visit 
his two sons who reside in Pittsburgh, Pa. 

Geo. W. Webster, employed in the upholster- 
ing shop at Mt. Clare, has returned to duty 
after suffering from a severe attack of grip. 

We are glad to know that the following 
gentlemen have entered the Baltimore News 
Elimination Bowling Tourney, and wish them 
all very much success: 

C. H. Dyson, C. H. White, J. R. Boring. E. H. 
Et ridge, A. P. Williams, N. C. Thalheimcr. H. 
F. Robb, C. H. Pund. W. Heartlovc, R. Leilich, 
P. H. Wenzel, A. E. Roden, R. Wisthoff, J. B. 
Pryor, W. B. Collahan, T. Collins. .J. Towsend, 
T. E. Williams, W. R. Magness. W. W. Francis, 
L. L. Smith, W. H. Pund, G. E. Pritchard, L. 
Martin, C. W. Shinnamon, E. O. Grover, J. F. 
Waters, W. H. Burke, W. T. Jenkins, J. D. 
Dobson, R. C. Miller, L. A. Watkins, J. H. 
Busick. P. T. White, E. J. Brannock, G. H. 
Pryor, George E. Sweitzer, J. C. McCahan, 
Louis Beaumont, N. H. Koerner. 


Correspondent, G. H. Winslow, >'. M. ('. A. 


The condemned l)uildings between I'nion 
Station and the Capitol arc fast disappearing 
under the, hands of workmen, and the .sp;)ce for 
the new phizi* will soon be ready for grading and 
beautifying. TIk* site formerly used by the 
Baltimore »fc Oiiio Railroad for its station will 
b(> included in the plaza, as well jus many other 
old landmarks. "Washington Inn" tis it is 
now known, is also included in the razing. As 
situated on North Capitol Street near the 
Capitol building, it Wiis erected originally for 
George Washington as his winter residence. 
Since its construction there have been several 
changes in i\m building, although much of the 
original remained until recently. 

The plaza when completed will be one of the 
handsomest parks in the country and will make 
an approach in keeping with the station. 

The Eastern Division of the Association of 
Railroad Superintendents of Telegraph held 
an interesting and profitable meeting recently 
at Union station. Among those present were: 
J. T. Nolan, Washington Terminal Co.; C. 
Selden, Baltimore & Ohio Railroad Co.; B. F. 
Thompson, Baltimore <fc Ohio Railroad Co.; 
C. C. Baird, Pennsylvania Railroad Co.; W. H. 
Potter, Southern Railway Co. (Chairman of 
Eastern Division); Wood Wilson, Philadelphia, 
Baltimore & Washington. The meeting was 
called to discuss questions relating to improve- 
ments, and other matters that might need to 
be brought to the attention of the annual meet- 
ing of the general association to be held in 
New Orleans, next May. 

The railroad men have organized a four team 
basketball league for the winter, and are having 
some exciting games. The players are all 
members of the 'J'erminal R. R. Y. M. C. A., 
and play in the association gymnasium. The 
officers of the league are W. R. MofTett, presi- 
dent; E. ^L Taylor, vice-president; W. F. 
Underwood, secretary-treasurer. The teams 
are captained by C. E. Henderson, reds; W. R. 
MofTett, greens; N. Stenz, orange; E. M. Tyler, 
blues. J. Haas is the official referee. From 
the players there have been picked a first and 
second team to represent the R. R. Y. ^L C. A. 
in outside games. The Midgets, a team among 
the mes.senger boys, has also been organized 
and is doing good work. 

Adequate facilities have been made in the 
station for handling the increiised parcel post 
business, incident to the holidays. The first 
holiday' season will demonstrate the popularity 
of the service, and undoubtedly the postal 
clerks, and others handling the business, will 
be kept extremely busy during the rush. 

The addition of large palms, rubber plants 
and ferns have gretitly beautified the dining 
room of Union Station. Cut flowers also adorn 
the tables. The expressions of satisfaction 
from the patrons are many, not only for the 



appearance of the rooms but also for the service 
rendered. "The best in the city," is frequently 
heard by people after partaking of one of the 
appetizing meals. J. E. Thomas, the steward, 
is always on the alert for the best in the market 
and for the comfort and pleasure of his guests. 

A. G. Spalding & Bros, have given a fine 
silver loving cup as a trophy to the winner of 
the Terminal R. R. Y. M. C. A. basketball 

L. W. Perry, brakeman in the yard, and Miss 
Mamie O'Brien were recently married and have 
the best wishes of their many friends. 

Our genipl assistant train director John T. 
McKean has just returned from an extended 
visit to his old home in Greenwich, Scotland, 
and reports a pleasant time in renewing old 
acquaintances. He did not say whether he 
met his multi-millionaire friend Andrew Carne- 
gie or not, but it is possible that they spent 
many happy hours together. 

After three months illness, W. J. Hayes is 
back at his accustomed place in the machine 
shop, to the delight of his many friends. 


Correspondents, W. C . Montignani, Y.M. C. A. 
Secretary, Cumberland 

E. H. Ravenscraft, Keyser 



M. H. Cahill Assistant Superintendent, Chairman 

W. H. Broome Leading Inspector 

D. A. NiLAND Machinist 

E. D. Calhoun Fireman 

J. M. RiZER ... Brakeman 

J. Z. Terrell. Agent, Keyser 

C. H. LovENSTEiN Operator 

J. G. Lester Signal Supervisor 

Dh. E. F. Raphel Medical Examiner 

W. Harig Division Claim Agent 

J. L. GiTHENS Yard Conductor 

C. E. McCarty Secretary 


J. W. Deneen Trainmaster, Chairman 

C. S. McBee Road Conductor 

E. Merkle Road Engineer 

J. W. Manford Yard Conductor 

D. C. Plotner Frogman 

E. M. Cheverant Coppersmith 

W. B. Tansill Leading Inspector 

J. Welsh Conductor 

I. S. Sponseller General Supervisor 

D. J. A. Doerner Medical Examiner 

W. C. Montignani .Secretary Y. M. C. A. 

T. F. Shaffer Secretary to Superintendent 

W. H. Colbert, a Baltimore & Ohio brakeman, 
met with a painful accident near the Baltimore 
& Ohio roundhouse. Mr. Colbert slipped and 
sprained one of his ankles so badly that, after 
being treated by a physician, he was taken to 
his home at Grafton, W.Va. 

Allan Cogyan, chief clerk to master mechanic 
Stuart, of the local Baltimore & Ohio shops, 
has been promoted to the position of foreman 
of rolling equipment with headquarters at 

An interesting duck pin game was played 
Friday night at the Baltimore & Ohio Y. M. C. 
A. between the master mechanic's clerks and 
the Y. M. C. A. team, the latter winning by a 
few pins. The scores were as follows: 

Y. M. C. A. Team 

Campfield 107 134 124 

Reynolds 88 111 95 

AUamong 89 99 107 

Haugre 85 88 111 

Russell 84 75 113 

Hummell 104 116 108 

Total 1833. 

Baltimore & Ohio Clerks 

Beck 115 112 108 

Turner 82 79 113 

Wactor 108 88 94 

McFarland 101 78 106 

Kalbaugh HI 99 120 

Deffinbaugh 115 90 120 

Total 1816. 

Conductor J. H. Smith, Brunswick, conductor 
on the Hagerstown branch of the Baltimore & 
Ohio, has been promoted to a run on the main 
line on trains 3 and 18. Captain Smith has 
been ruiming to Hagerstown for some time and 
is well and popularly known. Harry Moore 
is temporarily filling the run to Hagerstown. 

M. E. Maloney has been promoted to the 
position of assistant trainmaster on the West 
end of the division. M. F. Naughton has been 
promoted to the position of assistant train- 
master on the West end of the Cumberland 
division of road. 

T. F. Shaffer is promoted to the position of 
correspondence clerk, assisting chief clerk 
Yarnell. C. A. Piper has been appointed 
stenographer to the correspondence clerk. P. 
McMahon has been promoted from chief clerk 
to the trainmaster at Keyser to private sec- 
retary to superintendent Kelly. S. P. Burns 
will succeed McMahon as chief clerk to the 
trainmaster at Keyser. C. J. Crogan has been 
appointed to fill the vacancy of stenographer 
to the car distributor, vice S. P. Burns, pro- 
moted. E. W. Webb has been appointed to the 
position of assistant car distributor. G-,J- 
Jackson has been appointed to the position 
of stenographer to the trainmaster. 

H. B. Kline, the Baltimore & Ohio engineer 
who was operated on at the Alleghany Hospital 
some days ago, is improving nicely. 

Brakeman George T. dinger, of North 
Mountain, remains incapacitated because of a 
broken arm. While coupling a helper to a 
freight at Opequon on July 17, his left arm was 
broken. Not doing well, the arm was broken 
and reset on August 16, and it may become 
necessary to wire the break. 

THE HAI/riMORE AND OHIO llMI'Lo^ i;s .M\(.A/1M- 


While traffic was tied up in the west and the 
central and northern parts of Maryland by 
the storm, business on the Cumberland Division 
of the Baltimore A: Ohio has not Ix^en materially 
slackened. I'rior to the storm all the yards on 
the division had become conjicsted, and yard- 
masters and other officials are taking advantage 
of the opportunity to clean up. 

All trainmen are trying to make as much 
time as possible so that they can enjoy the 
Christmas holidays away from dutj'. As a 
rule, nearly every employe asks for a few days' 
vacation at Christmas and the indications are 
that this year the requests will be greater 
than ever. 

There has been quite an epidemic of marriages 
among the employes of the Timber Treating 
Plant. The latest recruit to the ranks of the 
benedicts is Harvey W. Gross, our tie yard 
foreman. He took unto himself a bride in 
Miss Nellie Frederick, of Romney, W. Va. 
They were married on October 22n(l. in Cumber- 
land, Md. They will make their home in 

One of the new men engaged at the Timber 
Treating Plant is Ernest R. GifThorn. a graduate 
of the Biltmore Forestry School, Asheville, 
N. C. He is succeeding E. Chester Sparver, 
who has been promoted to night foreman of 
the plant. Mr. GifThorn is a young man of 
practical experience in timber, and greatly adds 
to the already increasing number of practical 
men employed at the plant. 

Mrs. A. Y. Wilson, wife of machinist Wilson 
in the local shops, has gone with her little son 
and daughter to Los Angeles, Cal. Mr. Wilson 
will keep bachelor's cjuarters until their return 
in April next. Be good, Andy, for we've got 
our ej'es on you. 


( 'orrespondent, W. L. Stephens 

O. E. Wild has been appointed car foreman 
at the local yards of the Baltimore & Ohio to 
succeed C. W. Haymond, who was transferred 
to Cumberland. Mr. Wild's promotion is a 
popular one and was welcomed by the car boys. 

Miss Lottie K. Kent and David H. Robinson, 
a young Baltimore & Ohio car repairman, were 
married in this city recently. His fellow 
employes extend congratulations. 

Merrill Cox, a young engineer of the 
Baltimore & Ohio, and ^Irs. Nell V. Athcy of 
this city, were married in Baltimore. The 
bride was the widow of the late Walter Athey, 
a son of the late N. D. Athey, a Baltimore & 
Ohio trackman. She is the daughter of Mr. 
and Mrs. Josia Show. Mr. Show is a retired 
Baltimore & Ohio engineman. The young 
couple will make their home in Martinsburg. 

Joseph H. Hobbs, Sr., the father of superin- 
tendent A. H. Hobbs, died in this city on 

November 19th, after an illness extending over 
several years. He was eighty-one years anrl 
seven mont hs old and had been a resident of Mar- 
tinsburg since 1S70. lie came to this city a.s 
supervisor of this division and served in that 
capacity until he ret ired about twenty-five years 
ago. Mr. Hobbs was born in Harford County, 
Md., and came from one, of the oldest families m 
that section. He was a member of a large 
family and for a number of years before his 
death was the only survivor. The funeral 
was held at the lat(! home, Rev. B. W. Meeks 
of the First AL E. (Jhurch ofliciating, the 
interment being in Green Hill cemetery. 

Israel Roljinson, aged eighty years, died in this 
city November 20th. Mr. Robinson wius 
formerly employed in the Baltimore <fc Ohio 
shops in Martinsburg. He also served in the 
blacksmith shop but retired from active service 
some years ago. The funeral was held in the 
First U. B. Church, Rev. Dr. W. F. Gruver 


Here is a photo of the Baltimore *fc Ohio 
duck pin team of 1910, 1911, 1912 and 1913. 
This picture was taken after the team defeated 
the best bowlers in Keyser, and won the large 

HAMI'I(»\ I5(»\M.i;i(.-- 

silver cup in the center of picture, and $20.00 in 
gold. Standing is O. S. W. Fazenbaker. clerk 
to assisttmt superintendent, captain. Seated 
on his right is A. Hammill. proprietor of the 
restaurant at Keyser. on his left. K. H. Ravens- 
croft, timekeeper Motive Power depart mont, 



The same three men are members of the 
Baltimore & Ohio duck pin team of 1913, and 
they are making a fight for the laurels again 
this year. 

Philip McMah on, clerk to the trainmaster at 
Keyser, was on Friday, Noyember 13th, pro- 
moted to secretary to the superintendent at 
Cumberland. Mr. McMahon, while at Keyser, 
won a great many friends and they regret his 
leaving very much, but they all extend their 
best wishes for his success in his new position. 

Oscar Fazenbaker, secretary to assistant 
superintendent, accidently shot his left hand 
on October 31st while out hunting. The 
accident was not serious, and as we go to press 
Mr. Fazenbaker is able to resume his duties. 

S. P. Burns, clerk to car distributor, at 
Cumberland, was on November 13th promoted 
to clerk to trainmaster at Keyser, W. Va., 
succeeding Mr. McMahon, promoted. 

Walter Mathews, chief index clerk, Cumber- 
land, Md., was a visitor at Keyser on Wednes- 
day, November 11th. 

Marshall Carrier has accepted a position as 
tonnage clerk in the dispatcher's office at this 

Robt. Fisher, 2520 clerk, has opened a 
grocery store. Here's hoping that Mr. Fisher 
will be one of our leading grocerymen in years 
to come. 

John Webster, tonnage clerk at Cumberland, 
worked at Keyser from November 6th to 
November 13th. 

On Sunday, November 9th, the West end of 
the Cumberland Division experienced a very 
severe snow storm. At Rinard and Deer Park, 
the snow was twenty-four inches deep and traffic 
seriously delayed. Spare men from all over 
the division were sent to these points to assist 
in opening up the road. 

Our roundhouse clerk, E. F. Sheetz, is wearing 
a big smile. A boy arrived at his house on 
November 6th. 

Harry Green, stenographer in assistant master 
mechanic's office, spent November 7th with his 
parents in Wilmington, Del. 

C. G. Smith, labor distributor in assistant 
master mechanic's office, spent November 9th 
and 10th with friends in Baltimore. 


Correspondent, J. L. Maphis 


G. D. Brooke Superintendent, Chairman 

R. H. Earle Engineer 

W. H. Winkle Yard Conductor 

Superintendent Brooke and Mrs. Brooke have 
returned from a pleasant visit to friends and 
relatives in Jacksonville, Birmingham, Atlanta, 
and other southern cities. 

Agent T. B. Patton, Winchester, Va., has 
returned from his vacation, spent in Cuba and 
the larger cities of the South. 

Brakemen D. M. Phalen and E. J. Sullivan, 
and fireman C. F. Deck attended the football 
game between Virginia and Georgetown, on 
the 15th of November, in Washington. 

Conductor J. A. Bowers, who has been on 
the sick list for several months, has resumed 
duty on his run on trains 41 and 94 between 
Staunton and Lexington. 

Conductor R. L. Evans spent a few days 
vacation hunting in the mountains of West 

Agent C. D. Bosserman of Capon Road, Va., 
has returned from a ten days' vacation. J. W. 
Morrow of Strasburg Junction acted as agent 
at Capon Road during Mr. Bosserman's absence. 

T. B. Farnsworth of Summit Point has been 
assigned to the position of clerk and operator 
at Strasburg Junction in place of O. A. Keister, 


Correspondent, C. L. Ford, Ass't Shop Clerk, 


C. A. SiNSEL Medical Examiner, Chairman 

J. O. Martin Claim Agent 

W. B. Wells Assistant Division Engineer 

W. P. Clark Macbinist 

H. Brandenburg Conductor 

C. R. Knight Fireman 

J. A. Bridge Telegraph Operator 

G. E. Ramsburg Engineer 

A. J. BoYLES Conductor 

J. J. Lynch Leading laspoctor 

J. W. Leith Foreman Carpenter 

P. J. Madden Engineer 

Baily Nuzum, general yardmaster, who has 
been quite ill at his home on Bridge Street, is 
somewhat improved at this time and hopes to 
be able to resume his duties in a few days. 

Ira Schultz, brakeman on the Wheeling Divi- 
sion, applied at yardmaster's office, November 
13th, for a half fare order for himself to Oakland 
and return, also a half fare order for his wife 
from Oakland to Fairmont. It is rumored 
that there will be a wedding when Mr. Schultz 
arrives in Oakland. How about it Ira? 

J. W. Harrington, yardmaster at West end, 
is quite ill at his home on State Street. 

C. H. Gedel, clerk freight office, spent a few 
days with his parents at Marietta, Ohio. 

J. M. Moran, cashier at the freight office, 
spent Sunday, November 2nd, with friends in 

O. C. Smith, clerk in the freight office, spent 
Sunday, November 2nd, with friends in Grafton. 

On Saturday evening, November 8th, at 7.30 
o'clock, p. m., at the home of the bride's 
parents, Mr. and Mrs. Aaron Satterfield on 



State Street, Miss Clarrissu M. Satterfield 
and T. F. McDougal were united in holy matri- 
mony by the Rev. O. C. Phillips. The cere- 
mony was witnessed by the immediate family. 
Mr. and Mrs. McDougal will in a few days 
take up their residence in Fairmont. Miss 
Satterfield is a bright and accomplished young 
lady and Mr. McDougal is the efficient foreman 
of the Baltimore & Ohio freight depot. 
Both he and his bride are popular young people 
and are now receiving the congratulations of 
their manj' friends. They will leave in a few 
days on a honeymoon trip to Wheeling. 

The accompanying picture is of T. J. Howatt. 
operator at Scale House, Fairmont, and his 


little nephew. This is the operator who 
started the special which was written up in the 
last issue of the Employes Magazine. 

On the morning of November 10th. after the 
storm had taken out all wires between Morgan- 
town and Fairmont, Mr. Howatt got a line to 
Morgantown over Bell 'phone, and with the 
assistance of the operator at Morgantown made 
meet order with trains 3, 62 and 50. This per- 
mitted No. 3 to get away at Fairmont with 
minimum delay. 

J. S. Rader has just returned from San Juan 
Harbor, Mich., where he anticipated taking 
up his future home, but he is at present working 
the agency at Curtin, W. Va. 

L. C. Scott, who has been ofT on a furlough 
for six months, has resumed duty at Petroleum, 
as agent. 

H. R. W'ickham. ticket agent. Grafton, who 
took a flying trip to Shimiston on November 9th, 
was snowboimd and could not get back. This 
was due to the trolleys and trains being blocked. 

On November 14, during the strenuous period 
occasioned by the unseasonable blizzard, super- 
intendent Scott sent the following emergency 
appeal broadcast on our division: 

"A short time ago we hail an epidemic of 
engine failures, same being c.iused by bad water 
conditions, engines foaming, etc. This has 

"About the time we were recovering, a snow 
storm arrived, which made it difficult for us to 
operate for several iiays. 

"During the bad weather our wires were all 
• lown. and in a number of cases train and engine- 
men, assisted by our operators, agents and some 
of our local offiiiials who happened to be on the 
line, arranged to keep things going. In a good 
many cases, engines with trains were movtrd 
over the division safely and arrived at terminal 
with train, thus avoiding the necessity of killing 
engine and setting train ofT on .siding. 

'T want to tkpress my appreciation of every 
case of this kind and to say that I am more 
than pleased with the way that trains have 
been handled. 

'During the trouble we had only one derail- 
ment, and that could not have been avoided. 

"We should be normal in a day or two. Train 
dispatching wires are being put into shape. 

*T want to see if we cannot run trains on ten 
hour basis; at least want to see if we cannot get 
in inside the twelve hour period. Extra efforts 
are going to be made by the train dispatching 
force to get trains over the road promptly, ana 
we want the assistance of the train and engine- 

"It is understood by everybody that after a 
man is out fourteen or fifteen hours, he cannot 
possiblj' give the service that he could within 
a twelve hour period. Everybody has been 
instructed to make a special effort to get triiins 
from one terminal to another in not more than 
Twelve hours. And in just as many cases as 
possible we want to make the trip in ten hours. 

'Tf any of you have any suggestions that will 
help carry out this plan let me have them. This 
not only applies to the staff and local officials, 
but to any one working on the Monongah 

C. E. Hostler and wife have returned from 
Los Angeles, Cal., where they sojourned for 
several months on account of Mr. Hostljr's 
health. Mr. Hostler returned to duty at the 
Relay office November 1st. 

P. H. White, secretary to division engineer 
Brown, resigned November 21st to accept a 
position with E. K. Barrett, suj)ervisor of 
bridges and buildings of the Florida East Coast 
Railway, at St. Augustine, Fla. H. S. Cassell 
will succeed Mr. White. 

Safety committeeman J. J. Lynch and Miss 
Hallie Morrow of Fairmont, were married 
November 26th, 1913. at 8 p. m. at the home of 
the bride. Mr. and Mrs. Lynch are spending 
their honeymoon in Jacksonville, Fla., and other 
southern points. They will be at home to their 
friends after December 20th. at Bell view 

Fireman H. E. Knight anil Miss Nellie 
Masonciip were united in matrimony November 
20th, 1913. They will make their home in 



Electrician W. C. Whistler and wife have 
returned from a pleasant trip spent in Harrison- 
burg, Va., and the Shenandoah Valley. 


Correspondent, A. G. Youst, Operator, 
Clover Gap 


H. B. Green Superintendent, Chairman 

C. M. Criswell Agent, Wheeling 

Dr. C. E. Pratt Medical Examiner, Wheeling 

Dr. J. E. HuRLEV Medical Examiner, Benwood Junction 

A. G. Youst Operator 

M. C. Smith : Claim Asent 

C. McCaxn Engineer 

H. E. Fowler Assistant Division Engineer 

E. McCoNNAUGH Y Engineer 

H. H. HiPSLEY General Yardmaster 

E. E. HoovEN Shop Foreman 

V. B. Glasgow Conductor 

J. CoxoN Engineer 

W. A. Morris Fireman 

G. Adlesberger Car Foreman 

W. H. Haberfield Machinist , Benwood 

Conductor W. Smallwood has returned to 
'duty after a week's absence, during which he 
had some troublesome carbuncles on the back 
of his neck amputated. 











Walter and Paul, Two, and Four and One-half Years 

Old, Respectively, Sons of Conductor R. F. Pell 

Conductor C. F. Malone has returned to 
duty after a three weeks' lay-off on account 
of sickness. 

Conductor Putnam has been assigned a 
Graft on-Fairmont drag run, the tonnage be- 

tween Fairmont and Grafton being too heavy 
for conductors Gank, Stewart, Chenoweth and 
Kemple to take care of. 

We extend to conductor Burdess our sym- 
pathy in the loss of his mother, who died at 
his home October 14th, aged seventy-four years. 

Brakeman J. L. Little has resumed duty 
after his usual fall hunt. He reports that Mrs. 
Little and he killed ninety-three rabbits in 
three days, but we are inclined to believe that 
Mrs. Little should have the greater part of the 
credit as she is an expert with a rifle. 

Brakeman E. B. Holmes has returned to 
duty after an absence of several days nursing 
his wife and two children, all of whom have 
had a severe attack of diphtheria. 

Conductor B. B. Gorsuch has resumed duty 
after several weeks in the shop, having a broken 
finger repaired. 

Conductor H. G. Fletcher is in the shop for 
repairs to the ankle which he sprained some 
time ago. His run is being taken care of by 
conductor C. G. Davis. 

Conductor R. F. Pell and wife have returned 
from Columbus, where they had a pleasant visit 
with Mr. Pell's brother John, who was formerly 
a conductor on the Wheeling Division. 

G. S. Stidger, agent at Littleton, W. Va., is 
full of smiles and has forgotten all his cares 
because of the arrival at his home on November 
1st of an eleven pound girl. 

F. F. Frazee, operator at Brooklyn Junction, 
is also looking over the tops of tall buildings 
and box cars. A twelve-pound boy has made 
its appearance at his home. 

P. Lough, agent at Glover Gap, got tired of 
bunking in the station and taking his meals at 
the restaurants so he stole away to Oakland, 
Md., and married a Miss Russel. Congratula- 
tions, Peezer. 

Martin Cogley, who was the second super- 
visor on the 4th division, died at his home at 
Cameron, W. Va., November 3rd, aged ninety- 
four years. He was buried November 5th, 
many relatives and friends attending the 

Engineman John Gillingham is off duty on 
account of injury to his arm, which he sustained 
in tightening bolt on his engine. 

W. V. Frazer, chief clerk to Mr. Green, has 
returned to duty after a pleasant vacation. 

We are sorry to learn of the illness of super- 
intendent Green, and hope that it may be of 
brief duration. 

Engineman J. C. Carpenter is now acting as 
assistant road foreman of engines. 

Engineman Frank Buskirk, who recently 
married Miss Minnie Bell of the Bell Telephone 
Company, has returned to duty after an extended 
honeymoon trip. 

riii: liAi/i i.MoKi: and oiiio i;Mri.()N i:s macazixk 


Engineman Jasper X. Martin, who ontiu'cd 
the service of this Company in 1877. died at 
his home in McMochen, Sunday. Xovemherytli, 
and was buried at Cameron, Tuesday, Xovember 
11th. Mr. Martin was one of the l)est engine- 
men on the Wheeling Division. If any specitil 
ruiis or tonnage tests were to he made, he 
was picked as the one sure to give the 
best service and satisfaction. If there was 
anything in an engine, lie woukl get it out of it. 
The wortl "fail" was unknown to him. 

C. J. Hagans. casliier at Cameron. \V. \'a. 
was a recent visitor at Pittsburgh. While 
there he consulted an cj-e specialist and as a 
result is wearing a fine i)air of new glasses and 
reports his vision much improved. 

The snow man gave this vicinity a broad- 
side bhist Sunday, November 9th, and dis- 
arranged our schedule quite a bit. Twenty 
inches of snow this time of the year was wholly 
unexpected and what it did to Wliecling Divi- 
sion kept everybody on the jump for a few days. 

Conductor G. E. Burdess, who has been ofT 
duty for some time, is home from the University 
Hospital, in Baltimore, where he has been for 
the past several weeks undergoing treatment. 
He will return December 1st to undergo an 
operation for a dislocated hij). Doctors Page 
Edmunds and Spear claim they will be able to 
make complete repairs and return him to his 
home a new man. More power to them, as Mr. 
Burdess surely has had a hard time of it during 
the past year. 


Correspondent, J. H. Oatey, Y. M. C. A. 
Secretary, Parkersburg 


C. E. Bryan .Superintendent, Chairman 

S. T. Archer Engineer, Vice-Chairman 

A. Mace Trainman 

P. J. MoR.\x Yardman 

R. L. CoMPTOX Shopman 

C. L. Parr Fireman 

W. B. Winkler Agent, Operator 

W. .M . HiGGiNS Maintenance of Way 

W. E. Kenxed Y Claim Agent 

J. H. Gate Y. M. C. A. 

A J. Bos^YXS M. D.. Relief Department 

We regret very much to announce the deatli 
of train dispatcher I. D. Moore, who died at 
12.00 midnight. November ISth, at the City 
Hospital, after an operation for appendicitis. 
Mr. Moore entered service as agent and 
operator at Clifton. \\. ^'a., in 1889, was pro- 
moted to operator April, 1895, and to train 
dispatcher in April. 1896. He held this re- 
sponsible position until liis death. Mr. Moore 
was forty-six years of age and is survived by 
his wife, one married daughter and three single 
daughters, one brother, (i. M. Moore, ticket 
agent at Hvmtington.and his father and mother. 

He w;is very well known and popular among all 
employes of the Ohio River Division. We 
extend oiir deepest sympathy to the borr-aved 

J. \\ . Cordon, agent at liens Kun. met with 
a very painful accident on Xove,mb(fr 18th. 
In some manner lie was crossing the tracks at 
his station, and thinking that train Xo. 703. 
which had a meet order with train Xo. 702 at 
that point, was on siding, did not notice that 
Xo. 70.S was on the main track. Wd was struck 
b\' the piU)t of the I'ligine. cutting .i deep gash 
in iiis head, breaking collar bone ;ind mashing 
left foot. He was brought to Parkeisbiug and 
l^laced in St. .I()se|)irs lios|)ital. where amj)Uta- 
tion of foot \\<iis found necessary. He is getting 
along as w(>ll as coiild be (expected. 

H. K. Pursell. relief agent, iu's ret inned from 
liis ohl home in \'irginia, where he spent a few 
days on a combined business and pleasure trip. 

P. McCabe, yardmaster, Ohio River Yard, 
Parkersburg, spent l»is annual vacation in the 
Buckeye State hunting rabbits. "Pete" prom- 
ised several of his friends some game but it 
failed to materialize; in fact \\v. are afraid he 
didn't even see a "bunny." It was reported 
that he shot a cow, mistaking same for a rabbit. 

W. P. Cain, cash clerk in th(» Ohio River 
freight office at Parkersburg. resigneti Xovem- 
ber 16th to engage in other business. 

H. W. Sammons has been appoint e<l night 
yardmaster in the Parkersburg j'ard. 

T. P. Bumgarner. agent at Xew Haven, 
resigned November 8th. He is succeeded bv 
S. M. McDermitt. 

H. M. Baker, clerk in the D. F. A. office, 
continues to make frequent visits to Clarks- 
burg. We are under the impression that he 
will return a benedict some one of these days. 

Captain C. RatclifTe has returned to duty 
after being off several days on account of 

D. N.Price, the well-known passenger brake- 
man, spent his vacation in Washington and 
New York. 

Captain C. F. Mercer has returneti to duty 
after being ofT several weeks visiting relatives 
and friends at liis old home in Xorth Carolina. 

Baltimore A: Ohio conductor C. B. Soutli- 
worth is confined to his home on F'ifth Street, 
with a very badly mashed foot, which he sus- 
tained wliile at work in the Ohio River yards 
on Saturday afternoon, when it was pinched 
by a moving car. He was a.ssistcd to his home 
where the injured member wjus dressed, and it 
is beli(u-ed tliere will l)e no really .serious 
results from the accident. 

J. G. Umpleby, rgent at Sistersville, W. Vs., 
was off a few days the first of November on 
his vacation. He reports a very good time. 
O. R. Higgans, relief agent . was in Cmpleby's 



O. D. Cooper, cashier at Sistersville, W. Va., 
got snowbound at Lone Ceder on Sunday, 
November 9th. We don't know what he was 
doing down there, although he makes the trip 
once every two weeks. 

Sistersville reports show October, 1913, as 
the best month in the freight business since 
the great oil boom of about fifteen years ago. 

F. R. Suiter, bill clerk at Sistersville, is 
wearing a very large smile at present. Some 
of his friends sent him an early Christmas 
present, which was a nice large pig's tail. 
Suiter says that he is very thankful for it 
as there is nothing any finer than a roasted 
pig's tail. 

C. F. Martine, first trick operator at Sisters- 
ville, who has been ill for a few days is able to 
be on duty again. 

The snow storm of ten days ago made its 
presence felt in this section of the railroad 
world. While the traffic west of Parkersburg 
was reopened in a very short time without 
serious handicap,, still, because of wires being 
down east, and the speed of the trains ma- 
terially cut down, the situation gave us much 

On Tuesday, the road east of the Monongah 
Division was not handling anything but the 
live stock and poultry, which it was absolutely 
necessary to move. The Ohio River Division, 
however, was very quick to improve the con- 
dition of traffic, and it was not long before the 
normal was reached on that branch. 

We have much to be thankful for in that a 
flood was averted, much speculation having 
been engaged in regarding the possibility of 
very high water. The Ohio at Parkersburg 
reached a stage of 36^ feet, but began to recede 
before the damage point was reached. 

One of the most eventful things occurring 
at the Cleveland round house during the recent 
storm was the marriage of E. R. Twining, 
chief clerk to general foreman. He was wedded 
on Wednesday, November 12th, and had hopes 
of going to Washington, D. C, but we do not 
know if he arrived or not. The boys all wish 
him good luck. 


Cleveland Division, giving the "High Ball" Signal 

to the Engineer on Passenger Train No. 10 


Correspondents, W. T. Lechlider, Superin- 
tendent, Cleveland 
C. H. Lee, Dispatcher, Cleveland 


W. T. Lechuder Superintendent, Chairman 

A. N. Neiman Vice-Chairman 

J. T. McIlwain Master Carpenter 

Dr. J. J. McGarrell Assistant Medical Examiner 

W. K. GoNNERMAN General Car Foreman, Lorain, Ohio 

E. R. Twining Clerk, Cleveland, Ohio 

J. Weins Engineer, Lorain, Ohio 

Wm. Canfield Engineer, Cleveland, Ohio 

F. W. Hoffman Conductor, Cleveland, Ohio 

W. Shaar Hostler, Canal Dover, Ohio 

W. S. Berkmyer Brakeman, Canton, Ohio 

C. G. Moinet Traveling Fireman 

T. L. Terrant General Yardmaster, Lorain, Ohio 

J. H. Miller Agent. Strasburg, Ohio 

J. Cline Assistant Yardmaster 

E. D. Haggerty Conductor, Akron Jet., Ohio 

R. H. Troescher Agent, Howard St., Akron, Ohio 

T. Kennedy r. . . Supervisor, Cleveland, Ohio 

E M. Heaton Division Operator 

G. J. Maisch Division Claim Agent 

W. Falls and M. Tawadzki left Cleveland 
for Canton on No. 6 Sunday morning, November 
9th, to do boiler work on engines Nos. 335, 327 
and 1164. They completed this work and 
started back Monday morning on No. 5 and 
got stuck in snow drifts in several places and 
then got out and shoveled snow to clear the 
track and arrived safely at Akron, where they 
took the Pennsylvania to Cleveland and arrived 
at 9.30 p. m. Monday. At New Berlin these 
men went to a farm house and ordered a dinner. 
The farmer killed two chickens and just as the 
chickens were placed on the table, three engines 
came from Canton and pulled the train out. 
The boys had to run, licking their lips and 
leaving the chickens untasted. They did not 
have anything to eat from Sunday noon until 
Monday night, but they said that it did not 
matter as they did it for the Baltimore & Ohio. 

J. G. Jaspers, chief clerk in the Maintenance 
of Way department, and who hails from 
Seymour, is now firmly established in the 
sixth city. His mother and he are to make 
their future home in Cleveland. 

'I111-; H \i/n.\i()Ki: and oiiio i:mi'I.()\ i:s macazine 


J. Cline, assistant yardmastcr at Cleve- 
land, Ohio, has been appointed member of the 
Cleveland Division Safety Committee, vice 
C. 01denbiir«r:, furloughed. 


I, L. McDauiels, formerly chief clerk to 
terminal agent Pierce, has been promoted to 
assistant agent. "Mac" is deserving of the 
promotion, for he has spent years of hard work 
in the ofiice with telling results. We wish him 
continued success. 

Yard master Staufifer (4312), while plowing 
in the snow on the 10th had a bad fall and was 
laid up a week with a sprained hip. 

Yardmasters **Sea-toad" Beard and 
"Shorty" Brucker, are planning a hunting trip 
in December along the shores of the Chesapeake 
Bay. "Shorty" has his gun all polished for 
game and a new set of fishing tackle (?) to catch 
fresh oysters. While he does not like to eat 
them, he is sure he will enjoy catching them. 
Beard, of course, has told him all about the 



Iroia left to right: J. H. Ranft, Baggage Master; T. C. 

Chunat, Brakeman; A. S. Graham, Conductor 

Yard clerk Warren and stenographer Harris 
of the yard force, ary to spend a week at Balti- 
more, visiting their parents. Jf all the things 
that they have planned transpire, Baltimore 
Street will know that somebody has arrived in 

Brakeman Dedtrick met with a painful iujur\ 
on the 17th, caused by brake club slipping and 
striking him in the eye. 

Brakeman (1. T. Shields, while riding car in 
Hump yard, fell in fr(»nt of car and had his arm 
and shoulder crushed. He got up and walked 
about ;iOO yards to the Hump and told his 
conductor that his arm h:id been cut ofT. He 
was rushed to St. Joseph's Hospital and did 
not for a moment lose his self control. An 
operation was performed, his arm and part of 
his shoulder being amputated and for a while 
it was thought he would not recover. He is 
steadily improving, however, jmd prospects for 
his recovery are now excellent. Mr. Shields was 
t ransferred to us from the Baltimore terminals 
in the early spring. 

Passenger brakeman Albert Murphy, who was 
hurt at Lestei^ a couple of months ago, is now 
walking about and we hope to see him soon on 
his run. Brakeman "Wooly" West is holding 
down Murphy's run in a creditable manner, 
and has become so proficient in handling milk 
c;ms at Belden and Lester that he can 
do the work while half asleep. 


Correspondent, T. J. Daly, Newark 


C. W. GousucH .Supt^'rintt'Ddcrt, Chiiirinan 

O. J. Kelly .Master .Mechanic 

Dr. a. a. Church Medical Examiner 

H. B. McDonald Engineer 

R. B. McMaivs Yardman 

H. W. Roberts Yardman 

C. L. JoHNSox Agent 

D. P. LuBY Shopman 

C. G. Miller Shopman 

A. R. Claytor Claim .Xgent 

R. W. L ytle Yardman 

A. N. Gle.nnon" Trainman 

E. C. ZiNSMKisTEB Master Carpenter 

C. C. Grimm Tminm.oster 

E. V. Smith Division KnKineor 

G. F. Eberly Assistant Division ICnuineer 

J. S. Little Road Foreman of Engines 

G. R. Kimball Division 0|x>rutor 

R. J. Brooker, tool room foreman, Harry 
Cieiilenberger, piece work inspector of erecting 
shop and Daniel Ochse, forem.m of air room, 
are all at work again after having completed a 
very enjoyable vacation. 

Wm. L. Barrett, machinist on motion lathe 
at lower shop, is very happy. He is the proud 
father of a new machinist, who arrived on 
November 6th. 

John J. Herlih}' says "we have a baby boy 
at our house." He arriveil on Saturday. 
November 8th. We hope he will be a great 
comfort to you, John. 

Great himting stories are being told by 
various members of the shop force n garding 
the number of rabbits they shot during the 
limiting sciison. Very few of them ever tell 
how many got away. 

Harry Copper, is now :it work on t he Newark 
repair track. Harry was transferred from the 
general auditor's office on October loth. 



D. L. Host, trainmaster, Columbus, Ohio, 
and his wife, whose photographs, taken at 
Redondo Beach, Venice, Cal., near LosAiigeles, 
are printed herewith, have just returned home 
from a trip through the Golden West, and report 


a very pleasant journey. He says that this is 
the country where they do things, and where 
the sun never goes down. For further par- 
ticulars see "Dan." 

Gottleib Schoeller is again on duty as as- 
sistant road house foreman after being off 
duty for several days on account of illness. 

The largest number of engines ever turned 
out of the Newark shop for classified repairs 
were handled in October, 1913. Thirty engines 
received classified repairs during that month. 


Correspondent, P. A. Jones, Office of Chief 
Clerk, Connellsville 


S. C. WoLFERSBERGER. .Assistant Superintendent, Chairman 

A. P. Williams Assistant Division Engineer 

J. M. BoxELL Conductor 

J. H. Bowman Yard Conductor 

J. H. BiTTNER Locomotive Engineer 

Dr. M. H. Koehler Medical Examiner 

T. V. DoNEGAN Machinist 

F. Beyne Division Claim Agent 

S. M. Bittner Extra Gang Foreman 

G. E. Bowman Fireman 

R. W. Hoover Dispatcher 

D. N. Dumire Conductor 

John Irwin Car Repairer 

J. R. Zearfoss Conductor 


Correspondent, J. P. Harris, Chief Clerk, 


T. W. Barrett Trainmaster, Chairman 

J. L. Bowser Shopman, Glenwood 

P. W. Keeler Yard Brakeman, Demmier, Pa. 

G. W. BoGARDUs Road Engineer, Glenwood 

W. H. Heiser Yard Conductor, Pittsburgh, Pa. 

J. J, McGooGAN Yard Conductor, 36th St., Pittsburgh 

E. N. Coleman Yard Conductor, Glenwood 

B. C. Wadding Passenger Fireman, Glenwood 

Frank Bryne. Claim Agent, Pittsburgh, Pa. 

Dr. N. B. Steward. Ass't Medical Examiner, Glenwood, Pa. 

W. H. Raley Passenger Brakeman, Pittsburgh, Pa. 

G. G. Wise Road Conductor, Foxburg, Pa. 

T. F. Donahue General Supervisor, Pittsburgh, Pa. 

R. J. Smith Agent, Junction Transfer, Pa. 

C. G. Harshaw Yard Conductor, Willow Grove, Pa. 

J. J. BoTT Signal Foreman, Demmier, Pa. 

H. Knopp Road Conductor, West Newton, Pa. 

R. J. Murtland Road Conductor, Connellsville, Pa. 

T. D. Maxwell Road Engineer, Connellsville, Pa. 

J. S. Bartlett... .Sec'y. Superintendent's Office, Pittsburgh 

Agent McKie from Knox, Pa., has been 
transferred to Ellwood City and we understand 
that Clyde Smith of Harmony is coming to 


Recently appointed Trainmaster of the Pittsburgh 

Station agent Nevil of Foxburg has been 
granted a leave of absence for six months to 
visit Florida. Agent Schrefiler is relieving 

Conductor James Tonks, who was injured in 
the derailment of train No. 162, is on the mend 
and we all hope to see him back in his place 
punching tickets again soon. 

THE BALTLMnHK AM) oHK) i;.M 1M.< )^ I > M \( i AZI XI 

Wonder wluil the attiuction is ut Tylersburg 
for engineer SuUiviin and why does engineer 
Galena pay so much attention to that corner 
house in Kane? 

We understand tliat a^ent Sniitli of Shellield 
Junction took his family out for a Sun(hiy 
afternoon stroll, the house dog accompanying 
them. They were wandering along an old 
driveway enjoying the scenery of Elk County 
while the dog was busy a few rods ahead, 
when out came a black bear and rushed down 
through the brush. It is hard to tell who 
reached home first, Charlie, Mrs. Smith or 
the dog. "Xo more walks for pleasure," says 

EfTective November 10th. M. L. :McElheny 
was appointed assistant trainmaster with 
headquarters at (llenwood, Pa., vice T. J. 
Brady, promoted. 


Correspondent. F. E. Corby, Chief Clerk, 
New Castle 


C. H. Waldrox Trainmaster, Chairman 

C B. Smith Yatd Conductor, Painesville, Ohio 

K. L. Hannan Pipe Fitter, Painesville, Ohio 

D. B. McFate Yard Conductor, New Castle Jot., Pa. 

F. D. Abblett Painter Foreman, New Castle Jet., Pa. 

L. L. Wagner Road Conductor, New Castle Jet., Pa. 

M. L. Raxey Yard Engineer, New Cii^tle Jet., Pa. 

Db. W. W. HoBSON...\ss't Med'l Ex'r, New Castle Jet., Pa. 

F. C. Green Supervisor, Ravenna, Ohio 

G. A. Purkey Road Conductor, Chicago Jet., Ohio 

W. H. O'Mara Yard Conductor. Haselton. Ohio 

Chas. Crawford Road Engineer, Chicago Jet. , Ohio 

H. H. S.MITH Agent, Newton Falls, Ohio 

The severe snow storm of November 9th and 
10th made it necessary to split up the di.s- 
patchers on account of the wires being down. 
A. McNeelv and G. H. SarfT were at Akron, 

E. A. Goehring, C. M. Trussell and J. M. 
Griffin were at Newton Falls, and C. O. Bro\%'n 
was at DeForest Junction, handling the trains 
from those points on account of there being no 
wires between New Castle Junction and Newton 

They all did rattling good work, especially 
Eddie Goehring, who relished the home-grown 
ham and eggs which were prepared for him. at 
Newton Falls. 

The Lake Branch is famed for its depth of 
snow, and master carpenter Forney has at last 
realized his long-cherished hope in having 
something happen on the Lake Branch that 
stumped the "oldest resident." Said "old 
resident" has lived near Chardon for fifty 
years, and could always refer back to some 
snow storm or incident that put all the others 
in the shade, but this last storm simply took 
the legs from under him. He told Mr. Forney 
that never in all his life had he seen as much 
snow at Chardon as was there the first of last 
week, whereupon H. L. F. smiled a knowing 
smile. At last he had the goods on him. 

During the snow, <ii vision operator Bock 
was certainly hitting the snowdrifts imd the 
l)oles. He said he had many tales to tell, but 
was too busy. 

Here he is. Who? Charles S. Maynard, at 
|)resent operator at Chardon, Oiiio. .\Ir. May- 
nard has been employed on the New Castle Di- 
vision for the past twenty-two years, and no 

( HAHI.i:.> S MAYS Al;i> 

doubt his many friends will be pleased to .'^oe 
his photograph in the Magazine. Mr. Maynard, 
like the rest of us, has the "Safety" habit to 
quite an extent. 

In the death of Andrew J. Musgrove, which 
occurred on September 24th, the New Castle 
Division lost one of its oldest yard engineers. 
Mr. Musgrove was born Xoveriiber lOlh, lSo6, 
and entered the service of the Baltimore «fc Ohio 
Railroad Company as a firem.-m on the .Monon- 
gah Division in 1S.S2. He w;us promoted to the 
position of engineer in ISLHo, and came to the 
New Castle Division in 1S,S<.), living at Paines- 
ville, Ohio, for the past twenty-four years. 

He is surviverl by his wife, four sisters and 
six brothers. After a short prayer service by 
Jtev. Lee Howard on September 25th, the 
remains were taken to Fairmont. W. \'a., for 



The car department at Painesville is busy 
on steel car repairs, over 100 additional men 
having been taken on. 

D. R. Lynch of the Fairport Warehouse & 
Elevator Co., was united in marriage to Miss 
Mary Gallagher of Mentor, Ohio, and the 
boys around Painesville are giving them the 
glad hand. 

M, H. Cahill, superintendent of the New 
Castle Division, is an old New Castle Division 
boy, having been copying operator, train dis- 
patcher and trainmaster on the old Akron 
Division and train dispatcher and division 
operator on the New Castle Division. All his 
old friends, who are legion, are glad to welcome 
him back to this division in his new capacity. 
As Mr. Cahill is well known on the System, he 
hardly needs an introduction at this time. 

The accompanying picture is of two pets of 
engineer M. J. Garrett, who handles 94 and 97 
over the New Castle Division. "Matt," who 
was recently a safety committeeman and is 
highly interested in safety work, is proud of his 
pets, and he has reasons to be. 


Correspondent, L. B. Hart, Engineer, 
Garrett, Ind. 


J. F. Kbegan Superintendent, Chairman, Garrett, Ind. 

M. J. Driscoll Shop Committeeman, Garrett, Ind. 

O. M. Bailey Engineer, Garrett, Ind. 

O. F. Bell Conductor, Garrett, Ind. 

H. P. Weirick Brakeman, Garrett, Ind. 

D. G. Thompson Fireman, Garrett, Ind. 

W. E. Sargent Yard Committeeman, Garrett, Ind. 

J. E. Lloyd Assistant Division Engineer, Garrett, Ind. 

J. D. Jack Claim Agent, Garrett, Ind. 

Dr. H. F. Hutchinson. .Ass't Med. Examiner, Garrett, Ind. 
R. R. Jenkins.. Secretary Y. M. C. A., Chicago Junct., Ohio 

S. Archer Yard Committeeman, Chicago Junct., Ohio 

L. J. Davis. . ..Shop Committeeman, Chicago Junct., Ohio 

E. V. KuGHEN...Shop Committeeman, South Chicago, III. 

John Draper .Acting Agent, Chicago, 111. 

N. B. Bair Yard Committeeman, South Chicago, 111. 

J. W. Huffman Agent, Auburn Junction, Ind. 

J. S. Barnd Operator, Fostoria, Ohio 

T. E. Spurrier Claim Agent, Tiflan, Ohio 

C. C. Cross, the popular Chicago passenger 
conductor, has been elected a member of the 
City Council at Chicago Junction. 


George Miles, clerk to the car distributor, 
is a mighty nimrod. Each day at noon, with 
one of the mail clerks acting as the dog, he, with 
his trusty gun, digs out for the lowlands down 
at the Shenango River. After three days of 
scaring the life out of the rabbits in that sec- 
tion, he managed to bag one. Whether he 
intends to eat the bunny, or stuff it and keep 
it for a relic, has not as yet been learned. 

General yardmaster J. R. McGinley visited 
in Philadelphia a few days ago. Night general 
yardmaster R. G. Steel officiated in his place 
during his absence. 

Operator J. H. Meadows, who has been 
working third trick at Chicago Junction depot, 
has been transferred to Wolf Lake yard. He 
was relieved at Chicago Junction by R. A. 

Tin: H.\i;riM<)i;i; and iuno i:.mi'LOYES magazine 

Mubon. who returned to the tclc^r.-iph dopart- 
ment after a year's; service in Chicago Junc- 
tion yard as assistant yardniasler. 

C. B. VanBhircuni, who has been giaieral 
foreman at Chicago Junction for tlio past eight 
years, has been transferred to Cohunbus, Ohio. 
to a siniihir position. Ehner F. Creel, former 
night round house foreman at (larrett, suc- 
ceeded Mr. \'anBlarcum. 

CJeneral superintendent K. A. Peck, with 
superintenilents Keegan and Cahill, were in- 
specting the Chicago Junction yards a few 
days ago. 

J. K. Yohe. supervisor of transportation 
of the Pittsburgh System was on the Chicago 
Division recently, getting acquainted and 
familiarizing himself with his territory. Mr. 
Vohe has many friends on the Chicago Divi- 
sion who were glad to see him, and it was a 
pleasure to them to make him feel at home 
on this end of the line. 

Jesse Fisher, who has been rumiing an engine 
on the Chicago Division for several years, has 
recently been appointed assistant road foreman 
of engines. 

On the east district, the double track has 
been extended from Sherwood, Ohio, to a 
point one mile east of the Maumee River, 
known as NS Cabin. This leaves onlj' about 
six miles of single track on the east district. 
On the west district, automatic block signals 
have been put in operation on the single track 
between Lapaz Junction and Milford Junction, 
making continuous automatic block territory' 
from Milford Junction to South Chicago, a 
distance of ninety-two miles. 

D. B. Taylor, master carpenter, is absent 
on a trip to Montreal, Quebec and Halifax. 
Foreman E. J. Stuck is filling Mr. Taylor's 
position during his absence. 

J. C. Brookmyer, former third trick dis- 
patcher on the eastern district, is now acting 
as night chief. 

F. C. Winters, the popular storekeeper at 
Garrett, has been transferred to Keyser. F. 
\V. Gettle succeeds ^Mr. Winters at Garrett. 

The veteran passenger engineer, Charles 
Lindofer, was re-elected to the Garrett City 
Council by a handsome majority. This vote 
of confidence was very gratifying to Mr. 
Lindofer, especially considering the fact that 
he had a strong opponent. 

J. G. Kircher has been appointed assistant 
road foreman of engines with headquarters 
at South Chicago. 

K. N. Crooks, former chief clerk to the 
general yardmaster, has been appointed day 
chief rider, westbound hump, Chicago Junction 

Timekeeper W. G. Gullung and wife have 
returned from a month's vacation spent in 
California and Washington. Ernest Hartzell 
acted as timekeeper in his absence. 

Carl Pitcher, who has l)cen push button 
operator on westboun<l hump, Chicago Junc- 
tion, since its installation, is now assisting 
at the up town crossing. 

Conductor Mart Xoonan has resunu-d duty 
after being laid up fifteen months on account 
of an injury received at Syracuse. 

Dispatcher A. R. Moore was called home a 
few days ago on account of the death of his 
father. Mr. Moore had been confined to his 
lied for nearly a year before his death. 


Correspondent, H. E. Hansen, Chief Clerk, 



J. L. Nichols Chairman 

G. P. Palmkk Division Enginwr 

F. E. Lamphere Assistant EnKinc* r 

Alex. Craw Division Claim Ak;(nt 

J. F. Ryan Ciiptain of Police 

C. L. IIeglbt Examiner and Reoordor 

H. McDoN.\LD Sopervisor, Chicago Diatrict 

Wm. Hogan Superviaor, Calumet DLsrrici 

J. W. Dacy Trainmiistor 

J. W. FoGQ Master .Mechanic 

F. S. DeVext Road Foreman of Kncinea 

Chas. Esping Carpenter Forcraan 

C. I. Bender General Foreman Maintenance of War 

James Gaqhin EnjcineiT 

Arthur Jensen Fireman 

Thomas Hasey Switchman 

John Haley Car Inspector 

Wm. Davis Boilermaker 

Chas. Stange Engineer 

John McLean Car Repairer 

Robert Sissons . . Eneinoer 

Oliver Johnson Fireman 

C. B. BiDDiNGER Conductor 

E. Snyder Conductor 

Wm. Geotzinger Machinist 

Jas. Lanoton Machinist 

T. F. Yates Blacksmith 

Harry Marshali Car Inspector 

Ralph Johnston, formerly stationary engineer, 
has been promoted to locomotive inspector. 
Ralph is feeling fine these days, having just 
returned from a trip through the West. Ilis 
twin "Ilarley" cannot burn up the road too fjist 
to please him. 

The new cinder pit is now completed at East 
Chicago, and is well appreciated by the hostlers, 
as they can place two engines on the pit at 
one time. Formerly this covild not be done. 

Conductor C. B. Biddinger was elected 
Alderman in the third ward, at East Chicago, 
by a large majority. 

The change in the power plants at the round- 
house is practically finished, and we hope for 
better results. Our chief engineer. Jack Rey- 
nolds, cannot help but smile with all the changes 
and is pretty proud. We hope ''Jack" will keep 
the office force warm with less difficulty and 
more steam. 

We feel that we are doing no more than jus- 
tice in presenting to the Baltimore & Ohio Em- 
ployes Magazine a photograph of one of the 



Baltimore & Ohio Chicago Terminal veteran 
engineers, Patrick Lahey, and engine 934, which 
he prizes above all others. 

Mr. Lahey, more commonly known among the 
boys as "Pat," has been an employe of the 
Terminal Railroad Company^since 1886, and de- 
spite his age he may be seen on 934 every day 
regardless of weather conditions. 

Switchman B. Turley, who had his leg injured 
quite badly at Barr yard on November Uth, 
is reported as getting along very nicely. 

Switchman W. Shanyo informs us that he 
and some other good hunters are going down 
in the vicinity of Napanee, Ind., on a hunting 


To get into the cab of engine 934, one is re- 
minded of the days when enginemen took pride 
in keeping their engine cabs as neat as a parlor, 
and while Mr. Lahey has changed with the 
times in modern ways of locomotive operation, 
we feel that he should be given credit for retain- 
ing one of the old time methods, "cleanliness." 

Engine 934 received the last general over- 
hauling in July, 1910, in the East Chicago shops 
and since that time has been constantly in the 
switching service on a twenty-four hour shift. 

This lengthy service is largely credited to the 
excellent care that is taken of engine 934 by 
Mr. Lahey and his partner. Engineer J. W. Rog- 
ers, who relieves Mr. Lahey and runs the en- 
gine on the night shift. 

Engine 934 today is in excellent condition and 
we look forward to many more days of good 
service from her before she goes to the shops 
for general repairs. 

The following men have returned to work 
after a few weeks' illness: Geo. DeRolf and 
Geo. F. Hess, boilermakers, and M. J. Foley, 

C. E. Johnson, home route clerk, car account- 
ant's office, is the proud father of a baby girl. 

M. McGregor, one of our old conductors, 
resigned the other day, and has gone down to 
take charge of his farm near Indianapolis, Ind. 

Effective November 12th, J. G. Kircher was 
appointed assistant road foreman of engines, 
with headquarters at South Chicago. 


Correspondent, Clifford R. Duncan, 
Chillicothe, Ohio 


E. R. ScoviiiLE Superintendent, Chairman 

J. R. Neff Trainmaster 

R. Mallen Road Foreman of Engines 

G. W. Plumly Division Operator 

R. R. ScHWARZELL Assistant Trainmaster 

C. E. Wharff Relief Agent 

L. A. Pausch Supervisor 

O. D. Monte Train Dispatcher 

O. C. Gavins Engineer 

E. O. Brown Fireman 

J. A. Carson Yard Foreman 

G. F. Oberlander Claim Agent 

Dr. p. S. Lansdale Medical Examiner 

T. E. Banks Conductor 

J. W. James Brakeman 

H. M. Cole Draughtsman 



Miss Lillian C. Flynu, stcnograi)lier iii the 
master mechanic's office, attended the christen- 
ing of her brother's child in Portsmouth, 
November 2nd. She acted as sponsor. The 
baby was given the name of John Dexter. 
Miss Flynn is very proud of her now nephew. 
She says he is the best ever. 

H. L. Gettle, clerk in the storekeeper's 
office, left the ranks of the row of old bachelors 
in the Bi-ltimore & Ohio offices and took unto 
himself a wife. Hal gave a very enjoyable 
spread for the clerks in the Motive Power and 
Stores department offices on the night of October 

E. B. Maurer, former draftsman of the shops, 
has resigned his position to finish his studies 
at Purdue University; we all wish him the 
greatest success. H. M. Cole, formerly drafts- 
man at Newark, has succeeded him as draftsman 
at Chillicothe. 

C. R. Duncan, chief clerk, and II. Mallen, 
road foreman, were in Philadelphia to see the 
world's series baseball games. They returned 
quite enthusiastic over the games and the city. 

John Hair, a member of the General Safety 
Committee, was with us on Saturday, October 
22nd, at which time he gave an address to the 
employes from a platform raised for the occa- 
sion. The platform was decorated with a large 
sign hung above, having the president's picture 
in the center and stating that his motto was 
"Safety First." 

L. Luherson has just returned to work after 
spending a pleasant vacation of ten days in 
Youngstown, Ohio. While there he visited a 
number of the foundries in the interest of 
the road 

Machine shop foreman W. H. Nolan has 
moved with his mother to Chillicothe from 
Newark. I\Ir. Nolon has been here some time 
and we are glad to know that he has moved 
to our city. 

John Bauersachs. assistant shop clerk, has 
returned to work after enjoying a two weeks' 
vacation in the East, stopping at all the principal 
cities from Washington to New York. He 
also took in the world's series baseball games. 

F. ^L Mathias has returned to work after 
being on the relief since the 2lst of last June, at 
which time he lost his right eye while on duty. 
We certainly are glad to see him around the 
shops again for, in spite of his affliction, he has 
a smile for everyone. 

Born to Edward Snooks and wife a baby boy, 
September ISth. Nicknamed l)y friends of the 
happy parents "young Snookums." 

Wm. Graf, recently assistant road foreman, 
has been promoted to assistant to road foreman 
and trainmaster. Engineer W. F. Brown was 
promoted to assistant raod foreman, succeeding 
Mr. Graf. 

Engineer T. Clifford was promoted to a 
position similar to Mr. Graf's. 

Engineer O. C. Cavins, who recently under- 
went a severe operation, is now able to tak»' 
short walks, but will be unfit for duty for 3om»} 

Chillicothe people were glad to liear of the 
appointment of Fred W. Gettle as storekeeper 
at Garrett. Ind. Fred was formerly employed 
in the offices of the .Motive Power and Stores 

The following is a list of firemen who were 
recently promoted to engineers: W. Bro\\-n, 
F. G. Mattox, E. G. Brandenburg. C. Hood, 
E. H. Black, J. W. Starkey, G. H. Rhodes, 
W. E. Vititoe, H. i:). Powers, F. L. Mvers and 
C. E. Harper. 

^L H. Carson, machinist in the roundhouse, 
married Miss Margaret Hydell, daughter of 
Mr. and Mrs. L. C. Hydell, assistant round- 
house foreman, on November 18th. Mr. and 
Mrs. Carson left here on their honeymoon trip, 
immediately after being marricul. "^going first 
to Cincinnati to Mr. Carson's home, then to 
relatives of Mrs. Carson in Columl)us. They 
returned home November 24th. They will 
live with the bride's parents on East* Main 
Street. His friends all congratulate him and 
wish him a happy and prosperous married life. 

O. W. Foos, a machinist in the erecting shop, 
quietly married Miss Margaret Lever, daughter 
of conductor and Mrs. Frank Lever, in Cin- 
cinnati. When they returned his friends were 
greatly surprised but they certainly wish him 
much joy in his new life. 


Correspondent, O. ]*:. Henderson, Conductor, 
Seymour, Ind. 


J. C. Hagert Superintendent, Chairman 

H. S. Smith Trainmaster 

J; B. PuRKHiSER Assistiuit Trainmaster 

C. E. Herth Assistant Divi.Hion Engineer 

John Page Division Operator 

J. Burke Forenwin Car Repairs 

P. HoR.\N Roundhouse Fceman 

T. J. EwiNG Kelief Agent 

O. E. Henderson Conductor 

C. Q. Rogers Brakoman 

Earl Malick i:nKineer 

John Mendell Fireman 

Carl .\lexander Switchman 

I^R- J- I'- Lawler Medical Examiner 

J. J. Given Special A<eiit 

The Company has made quite an improve- 
ment in straightening the track through Law- 
renceburg. For a number of years this nart of 
the main track through the city h:is had quite 
a curve in it for the purpose of allowing a load- 
ing and station track along the street where the 
main track now runs. 

Work on the .Miami and White Uiver bridges, 
which were swept away during the flood last 
March, is progressing rapidly. Owing to the 
amoimt of work necessary in building new foun- 
dations it will be quite a while before they will 
be completed. 


Harry Edwards, formerly a Company brake- 
man, but now with the Wabash System, is home 
with a broken ankle. Harry states that in 
attempting to cut off a car which had defective 
cut-off lever, his canvas glove caught on a bolt 
or split key, throwing him to the ground. He 
advises all brakemen to discontinue the use of 
canvass gloves and to wear leather ones. He 
states that had he had on leather gloves the 
accident would have been avoided. 

The two accompanying illustrations show 
the splendid Mound City Limited, which plies 
between Cincinnati and St. Louis, South- 
western Division, and is known as train No. 11. 
The first cut shows arrival of train No. 11 at 
Washington, Ind., with engine No. 1426 and 
engineer Dan Cadden, of Washington, Ind., 
is seen talking with Mrs. Cadden on the station 
platform. The second view shows the same 
train about to proceed westward from Wash- 
ington with engine No. 1462. Engineer William 
Borders, of Washington, Ind., can be seen 
in the cab. This train makes the run from 
Cincinnati to St. Louis, a distance of 340 miles, 
in eight hours, leaving Cincinnati daily at high 
noon. The average speed per hour over the 
Indiana Division, Cincinnati to Washington, 
is 43.4 miles and from Washington to St. Louis, 
Illinois Division, the average speed is 44.1 

oldest and most reliable enginemen in this 
section and are very proud of their locomotives 
and trains. 


Ex-conductor C. F. Cassin has taken a six 
months' leave of absence and has gone to 

The stork visited us on November 10th and 
left an eight pound girl at the home of brakeman 
Rosco Collins; also at the home of fireman Dan 
Bishop, a girl on November 18th. 


miles per hour. These trains make several 
stops on both divisions and take water once 
on each division after leaving terminals, which 
cuts down the running time considerably. 
They are the fast trains on the Baltimore & 
Ohio System, and the regularity of these 
trains is one of the greatest advertisements 
the Baltimore & Ohio possesses. Both en- 
gineers Cadden and Borders are two of the 

Conductor Carroll Bush and wife have re- 
turned from a visit with relatives in Tulsa, 

Conductor Frank Gilbert has returned from 
an extended trip through the West. While in 
"Frisco" he met Ralph Shutts, formerly a 
Baltimore & Ohio brakeman. Ralph stated 
that he had just returned from a four year 



trip to the Philippine Islands, where he was 
stationed in the regular army. 

Two new runs, Nos. 47 and 48, Cincinnati and 
St. Louis Express, were put on November 1st. 
They were discontinued hist spring after the 
high water. These trains handle only express, 
and have an eight-hour schedule, Cincinnati 
to St. Louis — 340 miles. 

Many citizens of Seymour are much pleased 
to note that Nos. 2G and 27, which have been 
rimning between North Vernon and Cincinnati, 
have been extended and now run to Seymour. 

Mrs. Kate Hartman, wife of engineer Pete 
Hartman, died in a hospital in Cincinnati 
after undergoing an operation on September 
8th. The funeral was held at Aurora, Ind., 
the following Fridaj'. Mrs. Hartman had 
visited here often and had many friends in this 

The following was sent to the Magazine and 
should have appeared in October issue, but 
owing to an oversight was omitted: 

Anthony "Buck" Ormsby, switchman of North 
Vernon yards, who is well-knouTi among the 
railroad boys, was recently married to a most 
popular young lady of Louisville, Ky. 
"Buck," as he is known to all of us, has been 
a member of the bachelors' club for a number of 
years, and his matrimonial venture was quite 
a surprise to his many friends. 

Many of the crews out of here are being made 
happy by trainmaster Smith, when they receive 
a message to transfer into a new caboose. 
These new cabooses are being built at the 
Washington shops and are what is known as a 
standard eight-wheel caboose. They have a 
steel underframe and are built to stand a 
shove up grade by the heavy Mallet type 
engine, if necessary. These cabooses surely 
are a home for the boys and they are just as 
proud of them as a bo}' with his first pair of 
"red topped" boots. Later we expect to furnish 
the magazine readers with a picture of one of 
these cabooses. 

Owing to a raise in the Miami and Ohio 
Rivers, work on the Miami River bridge was 
recently suspended, and trains were detoured 
over Big Four at Lawrenceburg, Ind., to North 
Bend, Ohio This was to give the bridge men 
a better chance to strengthen the temporary 
structure now in use. 

The new rules recently in efTcct relative to 
employes' "service record" have caused many 
laughable occurrnnccs. When the boys receive 
their records from Baltimore, several of them 
went direct to trainmaster Smith to try to 
convince him that they were not guilty of 
infractions noted, and to have this or that 
changed to read so and so, not stopping to 
think that some of these things happened ten 
or twelve years ago before IVIr. Smith was 
trainmaster and that he could not have possibly 
had anything to do with the discipline. After 

Mr. Smith, in his usual good natured way, 
listened to some long roundabout story of 
some trouble a brakenian had been in a number 
of years ago. he would call attention to the fact 
that he was not trainnia.ster at that time. 
This was sufhcient in most cases to stof) futher 
controversy on the subject, and the aggrieved 
employe would have business down town 
"right now." One brakeman in his rush to 
get out of the trainmaster's oflice forgot his hat. 
Boys, you surely were guilty of the errors or 
they would not be down against your record. 

"Joe" Smith, an old Baltimore & Ohio 
conductor, now in the Government service in 
Washington, I^. C, has been visiting his many 
friends here. 

Thomas Bothwell has accepted a position aa 
clerk to roundhouse foreman Horn, relieving 
Charles Dixon, who has accepted a position aa 
assistant to timekeeper C. E. Catt. 

Mrs. C. Q. Rogers and family have returned 
from a visit with relatives to Oakland City and 
other points. 

General passenger agent W. B. Calloway 
of the C. H. & D. R'y accomplished an un- 
paralleled feat in railway passenger time table 
schedules recently. 

Under his direction the tabulators rushed the 
work of getting out time tables, making compila- 
tions and copy for the printer. For the first 
time ever known in railway activity printed 
folders of thirty-two pages and vest pocket 
folders with complete new changes as to pas- 
senger train movements were ready for distri- 
bution three days before the new schedules go 
into efifect, which will be next Sunday. 

The printer accomplished a remarkable 
feat, delivering proof and having corrections 
and changes made and the printed folders 
delivered within twenty-four hours from the 
time the revised proofs were given in. 


Correspondent, Hknry Eckkhle 


C. L. Brevoort Superintendert. Chairmaa 

Henrt Eckerlk.. Chief Clerk, Correspondent and Secretary 

Dr. J. P. Lawleb Medical Examiner, Cincinnali. Ubio 

C. E. Fish , Agent. B. & O. S. W., Cincinnati. Ohio 

E. C. Skinner Ancnt, C. II. & D.. Cincinnati. Ohio 

T. Mahonev Sunervisor, B. & O. S. W., Cincinnati. Ohio 

J. Sullivan Suocrvisor, C. H. & D. Hanuiton, Ohio 

F. S. DeCamp Claim Aitent. B. A O .S W. 

and C. H. Jt D.. Ciniinnnii. Ohio 

J. M. Shat GcnlCai Foreman. B * O. S W. 

and C U A D., Cincinnati. Ohio 

R. B. FiTZPATRicK Trainmaster. B. A O. S. W. 

and C. H. A D.. Cincinmiti. Ohio 
S. O. Myoatt.. Depot Foreman. C. H. A D . Cincinnati. Ohio 
B. E. McKENNA.Vard Foreman, C H. A Di.Cintinnati.Ohio 
H. W. KiRBERT.Yard Enjiineman.B.AO.S.W.. Cincinnali Ohio 
John Gannon. Yard Foreman, B. A O.S.W., Cincinnati. Ohio 




Correspondent, L. W. Fowler, Shop Clerk, 


E. W. ScHEER Superintendent, Chairman 

J. J. Carey Master Mechanic 

E. A. Hunt Shop Inspector 

H. R. Gibson Division Engineer 

W. D. Stevenson Medical Examiner 

C. R. Bradford Claim Agent 

G. H. Singer Agent, East St. Louis 

R. C. Mitchell Relief Agent 

C. V. MowRY Conductor 

W. P. McDonald Engineer 

Fred Schawb Engineer 

W, GoRSAGE Yard Foreman, Shops Yard 

R. G. Lloyd Yard Foreman, Vincennes Yard 

C. W. Shroyer Switchman, Flora, Ind. 

L. A. GiVENROD Yard Foreman, Cone Yard 

H. E. Prichett Yard Foreman, Springfield 

The accompanying cut is a good likeness of 
our previous Illinois Division correspondent, 
Halbert H. Summers, of Washington, Ind., 
who, effective November 17th, became chief 
clerk to the master mechanic at Cumberland. 


Maryland, succeeding Allan Coglan, who was 
assigned to other duties. Mr. Summers was 
born January 10th, 1883, and first entered the 
service of the company at Chillicothe, Ohio, 
June, 1898, as supply boy and has worked con- 
tinuously since that time, except for a few 
months during the winter seasons in 1898 and 

1899, when he attended school. He has worked 
himself along through the various clerical 
positions in the mechanical department in the 
southwestern territory until his good, con- 
scientious, hard working efforts have been 
noticed by those higher up with the result that 
he was chosen from a wide field for the very 
important position at Cumberland. This photo- 
graph was taken unbeknowTi to Mr. Summers 
while on his way to train No. 2 at Washington, 
Ind., Sunday, November 16th. 

The clerks in the master mechanic's office at 
Washington, where Mr. Summers was assistant 
chief clerk, were both glad and sorry to see 
him go, and he was presented with a beautiful 
diamond shirt stud by his associatas in a few 
well chosen words delivered by the present 
correspondent. Mr. Summers responded in 
kind. The entire southwestern mechanical 
department knows Mr. Summers and wishes 
him good luck. We hope and believe that he 
will continue to climb the ladder of fame with 
our good railroad company. 

C. W. Potter has been appointed assistant 
trainmaster of the Illinois Division with head- 
quarters at Flora, 111. The business on the 
Illinois Division has come to such a point 
that trainmaster Stevens is unable to cover 
the road and take care of all his duties and the 
appointment of assistants has become neces- 
.-^-ary. P. H. McEvilly has been assistant 
for some time ^nd the appointment of Mr. 
Potter now gives him sufficient help properly to 
care for the territory. Mr. Potter is a young 
man of first class habits, has grown up on the 
road and is thoroughly acquainted with every 
mile of the Illinois Division, he having pre- 
viously acted in the capacity of chief train 
dispatcher. This position is now being ablv 
filled by B. B. Pritchett. 

We are glad to announce to our readers that 
C. W. Stewart, boilermaker at Flora,, who 
has been laid up for several months with 
typhoid fever, is again able to be back at his 

Boilermaker J. F. Davis, Flora, 111., has 
resumed his duties at Flora shop after being 
disabled for about two months on account of 
an operation for appendicitis. 

We are glad to learn that passenger foreman 
E. C. Sterling at St. Louis, Mo., has placed 
two new Safety buttons over the work shop 
in the St. Louis terminal yards, where the 
Company's interests are located. The Balti- 
more & Ohio was the first road running into 
St. Louis that adopted the "Safety First" 
movement and Mr. Sterling is one of the most 
earnest workers in the movement. Since the 
Baltimore & Ohio has adopted the "Safety 
First" slogan, other roads have taken up the 
work, but we are glad to know that we were 

T. H. Russum, superintendent of passenger 
department, and traveling inspector John 
Phipps, were recent visitors at St. Louis, 
where they have been looking after the Com- 

THK HAI/riMOHK AM) OHIO i;.M l'Lo\ 1 ;s MAOA/IM 


paiiy's intorc'sts in CDiinoctiou witli now pas- 
senger equipniont being l)uill ;it tlieSt. Cliarlps, 
Mo., shops. 

On account of the increasing number of cars 
being operated with electric lights it has 
become necessary to place an electrician at 
St. Louis to look after this particular part of 
the passenger equipment. H. J. S. Emerich 
has been sent out from electrical engineer 
Davis' office to care for this work and is doing 
so in a most able manner. 


Left to right: Switchmen O. J. Thomas and P. J. 

Hawkins; Foreman H. E. Pritchett; Fireman 

O. E. Hough; Engineer Win. Jones 

East St. Louis, 111., had a very severe fire 
on the night of October 19th, when the Advance 
elevator burned to the ground. This elevator 
was located on the Wiggins Ferry tracks in 
the Terminal yards, and just a short distance 
from our freight house. The latter was in 
great danger for a time till the fire department 
got the blaze well under control. The Com- 
pany had several cars destroj'cd by catching 
fire from flying sparks and heat. The total 
loss to the elevator people is said to be over 
the million dollar mark. 

Shop clerk, L. W. Fowler, located in the 
master mechanic's office, at Washington, 
managed to get a few days' vacation the latter 
part of October, and took a trip to Alliance, 
Ohio, and Wheeling, W. Va. Mr. Fowler was 
raised in the neighborhood of Wheeling and 
he says it seemed like old times to get back 
to that part of the country again. 

At the Washington shops, the Maintenance 
of Way department has just completed the 
installation of additional fire fighting apparatus 
by placing standard hose houses throughout 
the shop grounds. We have a first class alarm 
^;ystem and necessar\' hose reels and with the 
addition of the standard hose houses, we are 
well i)repared for emergency. We have a 
regular fire department organized with fire 
chief Wm. Belcher in charge and he and his 
company are well drilled. They have proven 
their worth on numerous occasions when we 
have had fires throughout the shops and the 
blaze has been extinguished before it would 
have been possible to get the city department 
to the scene of trouble. 

L. (i. Helphinstine. erecting shop foreman, 
together with his wife, an; making an extensive 
trip thrt)ugh the West, taking in such points 
as Los Angeles, Seattle, San Francisco. Salt 
Lake City, Denver and others. Mr. Helphin- 
stine is taking this trip upon the a<lvice of 
his physician, who has reconujiciided it in hopes 
of improving his health, which has not been 
good for some time. 

J. TL Friedcrich, assistant i)assenger foreman 
at Washington, together with his wife and J. 
r. ]\ehoe, assistant boiler f(jreman. have 
recently returned from a trip to Niagara 
Falls and \ew "^'ork City. 

Charles Day, Sr., machinist at the Wash- 
ington shops, has been transferred to the 
C. II. A: 1). shops, at Indianapolis Ind.. as 
erecting shop foreman. 

Charles Clark, assistant night enginehouse 
foreman at the Washington shops, slipped one 
over on his friends a few d:iys ago. when he 
ran away to Lawrenceville, 111., and was cjuietly 
married. Needless to day it was a cctmpletc 
surprise to all his friends at the Washington 

We show herewith a view of engine Xo. 1543 
at the Flora, 111., shops, presided over so suc- 
cessfully by general foreman W. II. Keller, 
who is well known at Chillicothe, Parkersburg, 
Clarksburg, Cirafton and Kowelsburg. at which 
points he has heretofore faithfully served the 
Company. The picture was taken during 
the noon hour. Boiler shop foreman Cooper 
is seen second man from left and enginehouse 

ENGINE No. 1543 

foreman Harward appears as the fourth man 
from the left. This particular engine makes 
what is known as the ''Kabitt Hun" out of 
Flora, III., and makes a daily mileage of SO, 
besides doing the necessary switching. The 
engine handles an average of forty cirs per 
day and with the engineer. Ceorge Smelzer, 
has made daily successful trips for the piist 
fourteen months, a record to be proud of. 

The bright little town of Pana, 111., is fast 
coming to the front with the railroad, espe- 
cially at Washington, Ind., in the matter of 
furnishing young men for clerical positions. 
There are now three graduates of the Pana 
High School and Business Department hold- 
ing lucrative positions at Wjishington, Ind., 



in the persons of Warren Morgan, who is per- 
sonal stenographer to master mechanic J. J. 
Carey, W, H, McPherron, stenographer to 
general car foreman Teed and R. H. Barry, 
stenographer in the office of storekeeper. All 
the young men are making good with a ven- 
geance. Pupils entering school at Pana, 111., 
are required to study and pass a satisfactory 
examination in shorthand, typewriting and 
bookkeeping before they are allowed to grad- 
uate from the High School, which accounts 
for the output of that city being in shape to 
hold positions successfully when they leave. 
Pana, 111., is one of the best shipping and 
passenger points on the Springfield Division 
of this Compan5'''s lines and is an up-to-date 
town in every respect. 

The many friends of A. E. McMillan at 
Benwood and Wheeling, W. Va., will be glad 
to hear of Ted's further promotion in railroad 
work. He has just been selected by superin- 
tendent of motive power M. J. McCarthy, at 
Cincinnati, Ohio, to be chief motive power 
inspector, embracing the territory covered by 
the Southwestern and C. H. & D. Lines. Prior 
to this appointment he was enginehouse fore- 
man at Washington, Ind., and general foreman 
of the Mill Street shops, Cincinnati, Ohio. 
He learned the trade of a mechanic at the 
Benwood, W. Va., shops of the Company. 


Correspondent, T. J. Reagan, 
Office of Superintendent, Dayton, Ohio 


F. B. Mitchell Superintendent, Chairman 

A. C. BusHWAW Secretary 

T. J. Reagan Chief Clerk, Correspondent 

C. A. Gill Master Mechanic 

I. F. White Division Engineer 

G. E. Reel Trainmaster 

M. P. HoBAN Road Foreman of Engines 

W H. RiLET Assistant Trainmaster 

M. S. Kopp Assistant Trainmaster 

C. M. Hitch .• General Car Foreman 

Wm O'Brien Supervisor 

E. Ledger Supervisor 

Dr. F. S. Thompson Company Surgeon 

J. R. Casad Claim Agent 

T. P. Edgar Assistant Trainmaster 

L. F. Hockett Local Freight Agent 

C. W. Day Freight Conductor 

G. A. Foley General Yard Master 

J. F. Buckley Fireman 

R. H. Bohanon Yard Conductor 

W. H. Thompson Yard Conductor 

W. Sites Engineer 

J. N. Holmes Shopman 

H. M . Shea Conductor 

M. Gleason. Shopman 

W. J. Taubken Section Foreman 


Correspondent, L. E. Fenner, Chief Clerk, 

Dayton, Ohio 


M. V. Hynes Superintendent, Chairman 

A. A. Iams Trainmaster 

H. G. Snyder Division Engineer 

G. A. RuGMAN Supervisor 

S. J. Pinkerton Supervisor 

P. D. Fairman Engineer 

P. J. Sweeney Conductor 

H. E. RosEBOOM Conductor 

S, Fisher Section Foreman 

P. Clancy Section Foreman 

F. Drake Relief Agent 

S. M. Baker Supervisor 

Dr. F. S. Thompson Company Surgeon 

C. Greisheimer Master Carpenter 

E. B. Childs Stationary Engineer 

M. Rosen Secretary 

Division engineer Snyder, who was injured 
in a motor car accident on October 13th, is 
still confined to the hospital, although able to 
get around the building. His physician ad- 
vises that it will probably be two or three 
months before he will be able to resume his 
duties on line. In the meartime, J. F. More- 
land, assistant division engineer of the Toledo 
Division, has been temporarily transferred to 
the Delphos Division as acting division engineer 
in Mr. Snyder's place. 

B. F. Spreng, formerly employed as report 
clerk in the Toledo Division superintendent's 
office, has recovered from a successful operation 
for appendicitis, and returned to work. He has 
taken position as maintenance of way clerk 
on the Delphos Division. 

Due to the increased amount of traffic on the 
Delphos Division, it has been necessary to 
place a third trick operator at Xenia and an 
additional operator at Austin, in order to 
facilitate the movement of trains. 

Luther Kirkendall, formerly yard clerk at 
Wellston, has been promoted to the position 
of yardmaster at that point in order to handle 
the_increased volume of business moving in and 
out of Wellston. 

F. E. Tharp, conductor, who was appointed 
as a member of the board of examiners on the 
new book of rules for this division, expects to 
have his work completed soon. 

Work was begun recently on replacing the 
temporary structure over Stillwater River 
with permanent bridge. This is the bridge 
that was completely washed away during the 
floods last March. 

The C. H. & D. boys are congratulating 
extra conductor A. Bowen on having a system 
immune to poison. Last Sunday he went to 
Glen Roy, Ohio, to pay his venerable parents 
a visit. After eating a hearty dinner, Mr. 
Bowen took a stroll up to his uncle's. After 
a short chat the pair departed for the cellar 
to partake of a sup of grape juice, but after 
taking a generous swig, to their surprise they 
found they had the jug which contained a fiuid 
for spraying fruit trees instead of the jug 
containing grape juice. But the good old wife 
and aunt, having plenty of sweet milk and eggs 
handy, cheated the undertaker out of a double 
funeral. We do not believe it was a suicide 
pact and hope that he will be more careful in 
the future as the motto of the C. H. & D. 
employes is "Safety First," in everything. 


Tin: liALTIMORE AXD OHIO lv^Il'Ln^ i;s M A( i A/J .\ K Ki 


^ |» W^» - I Let a Hamilton tcH you the time. Every Hamilton Watch makes 

^OTl^T'ir riHrCl" I eood on tl»c accuracy ind durability test of years of constant railroad 
iJCtlCLjr lilM. Venice. This is Nvhy 

Over one-half (56/o) of the railroad men on American Railroads 
maintaining Official Time Inspection carry Hamilton Watches 

The Hamilton Watch is madr in all standard siz.-s and sold bv j-wtlcrs ••viTywlxTf. For Tuii«- Inspiction Service. 
Hamilton No. 940 US sir* — Jl j<'\v<'ls) and No. y*2 (It) si/( — 21 jewi-ls) are thi.' most popular watclu-s on .\merican 
Railroads and will pass any Official Time Inspection. For general use you can buy a Hamilton movcnicnt from 
$12.25 to $150AK). 

117 •!._ r__ "Tl,^ T;rn*»lroor»tt»"** ^^ illustrates and describes the various Hamilton models and is a book 
nnieiOr ine liraeKCeper ^^,.1, ^^orth r.-ndmi: i( you are ihinkln.' of buMnk'an accurate watth. 


Master Builders of Accurate Ti vie pieces 



We cordially invite all employes to inspect carefully the advertising now appearing io our 
Magazine. It is our purpose tc offer only such things as will legitimately appeal to the rank 
and file cf our readers. All advertising will be rigidly examined before insertion, so that there 
may be no question about its standard. No liquor or ether objectionable advertising will be 


$44 80 per page, each insertion; 20 cents per agate line (fourteen agate lines to an inch . Width of 
column, 16 ems or 2:i inches. 

An extra charge is made for preferred position, such as the cover; rates will be supplied on request. 
For further particulars address 

THOMAS H. MacRAE, Advertising Manager, 
Railway Exchange Building, - - Chicago, 111. 

JOHN H. POWERS, Eastern Representative. 
456 Fourth Avenue, New York. Telephone 4716 Madison. 

Ri^ht Here Is Your Chance To Buy That Typewriter 

THE Fox- Typewriter is a beautifully finislied. hi-h jrrade. \' 
a liy^ht touch and easy action and extreme duraliility. It li.i- 
spacer, two-color ribbon, .stencil cutter, card holder, intercl; 
and carriag-es. is fully automatic, and is sent out complete with line iiut.ii e>>ver 
and hardwood base. , . u i 

If our Typewriter does not suit you after a ten days' free trial of it <end it hn'-k 
at our expense. If yoii %% ish to buy it alter trial you p.iy us a lit:" 
the balance monthly or in all cash, just as y«iu prefer. There is n 
tied to this offer, and it is open to any responsible person in the L'n 

Local Agents Wanted — Samples at Wholesale 

We are niakin;; a s|h'<-Iii! <.tr<T 
fli^fhtiy used )<>p (Icmon.-t mti'-ii i 
tM-anvly be tuM fruni nt-w l>y aiiv 
Write for full i)articiilars. Meiitinn H 

t <.r \>'K V)-il>le TyiHwrlt.-n* have lM»n Tcry 
rpoxes. The.^c iiro not xc««>ii<l.liuinl in>r n-lmllt. and i-«>ul«l 
Low jirlif— t-any jwynient tcnui«— ten (Uy«* trial. 
1). Ma^raielnt'. 

Fox Typewriter Company 

1012-1062 Front Avenue. Grand RapJds. Mlthlji«n 

H. i\ (). .\1 AGA/IM- INUl IKV COUPON 


Please mention this magazine 



(C. H. & D.) 

Correspondent, Roy Powell, 
Superintendent's Office 


R. B. White Superintendent, Chairman 

F. M. CoNXER Trainmaster 

C. W. Havens Assistant Trainmaster 

H. F. Reynolds General Yardmaster 

J. T. Clemmons Supervisor 

J. M. RouRK Supervisor 

F. Washam Master Carpenter 

Edw. Boas Master Mechanic 

E. A. McGuiRE Claim Agent 

Dr. Wm. Osenbach Examining Surgeon 

Dr. C. L. Trxjitt Examining Surgeon 

W. Strode Passenger Engineer 

M. J. Sharkey Passenger Conductor 

R. O. Glidewell Passenger Conductor 

J. HoFFNER Yard Engincier 

Chas. Barth Blacksmith Helper 

Geo. Hanrahan Machinist 

The photo herewith is of the section force, 
section No. 6, BrowTisville, Ind., Indianapolis 
Division. Their names reading right to left 
are as follows: Section hands Samuel Weaver, 


Geo. Funk, Daniel Kaufman, Telle Boggs, 
station agent Brownsville, James Connor, 
section foreman, David Freeman, section hand, 
W. C. Sherman, M. D., company surgeon. 

Third vice-president A. W. Thompson paid 
the Indianapolis terminal a fij'ing visit on the 
morning of November 20th. 

Miss Patricia J. O'Brien, stenographer in 
the superintendent's office, attended the 
Purdue-Indiana football game at the latter 
University, Bloomington, Ind., and is now able 
to distinguish between a ''forward pass" and 
"hitting the line." 

The Maintenance of Way department are 
about to finish a season that has been one of 
the heaviest in the history of the division. 
More work has been accomplished and both 
divisions are in better shape than they have 
ever been. This result is very gratifying, as 
strenuous efforts have been put forth in this 

Friends of ''Mont" Joslin, chief clerk to 
general yardmaster, were much grieved to 
hear of the death of his mother on Monday 
the 17th of November. 

The Fairbanks-Morse Co. are rapidly 
completing a new and modern coal dock at 
Montezuma, which when finished will be one 
of the most complete coaling stations on the 

Dr. C, M. Rutherford has lately been ap- 
pointed company surgeon at Newman, 111. 
This is a new position for Newman, and we 
wish Dr. Rutherford success in his appointment. 

Effective December 1st, J. R. Horn will take 
up his duties as traveling fireman on this 
division, for the purpose of securing a higher 
standard of efficiency with Illinois coal. 

L. T. Meyer, the "frail little" timekeeper in 
the superintendent's office, who suffered a 
severely sprained ankle, is now able to be about 
with the help of a cane. 

Miss J. Edith Dennis, chief clerk to the 
trainmaster, is again at her desk after ten days' 
absence on account of being struck by an auto. 
Miss Dennis' usual mode of transportation 
being deprived her by the street car strike 
she was compelled to take an auto, and upon 
alighting at her residence was struck by another 
car. We are happy to say, however, that she 
has now fully recovered. 

C. L. Clingan, formerly operator at East 
Springfield, is working dispatcher Wells' trick, 
the latter being confined to his home by pneu- 


" ^ ' '/ 


What Regulation Taught One Regulator 

I( 'A^IE into offic(* with tlecidecl leanings 
towards the anti-corporation view of 
pubHc utihty questions. Some of my 
good friends anions the corj^oration hiw- 
yers in Buffalo were kind enougli to say 
that I was too nuicli of an anarchist to 
be of nuR'h use as a eonunissioner. Want 
of knowledge as to the precise point in- 
volved I have found in many cases to be 
the princii)al cause of the prejudices I 
then entertained. Experience has taught 
me that there is another side to these 
questions, and one not lightly to be 
dismissed. * * ^t= 

I have changed my mind also as to the 
attitude of most corporation managers 
towards the public. I had expected to 
find it recalcitrant and objurgatory, 
which is a Latinized and "more tenderer'' 
way of sajing that it was made up of 
kicks and damns. I have found it 

almost uniformly-, when <'Xpress('d in the 
pres(;n('e of the Connnission, conciliating 
and willing to abide by the results of a 
fair hearing. Th(» difliculty with me has 
been not so much in getting the corpora- 
tions to do what I thought was right as 
to determine in my own mind what under 
all the circinnstance^ of certnin c.-i^'^ 
was right. 

I am fully aware that this is not the 
popular view of public service corpora- 
tions, nor do I wish to be understood as 
having discovered wings on the shoulders 
of tlie managers thereof. I say that a 
better knowledge of the conditions under 
which their business is carried on brings 
one to a more just appreciation of some 
of the difficulties under which they labor. 
I know well that there are many — very 
many — particulars in which the service 
which they are rendering may be im- 


Give a Diaiii.ii.l f.r ( hristuias lliis— t!ic Wst of all gifts. NolhiiiK cuM i>leaM- wif,- 
increabiii;; in value and always worth every ci'iit yi'U puid for it. Our btartlini; low jiriccs ni 
be a revclatii'ii to you By our method, you buy direct from the iiniiorters, save all midd 
ia little atnouiits from time to time. 

Certified Guarantee with every Diamond— guaranteeioR its exact carat weight, color, quality and val 
safe way to buy and save money — no inconvenience — and have the Diamond at once. 

Pi-rfci tlv i-iit. blue white Diamomls, gleamiu^', sparkling, si-intillating — ccnuino lii(;h qu 
N't a I lilt t.> |i.iv until y.iu have c\amiiicd tlio Diamond. Wo send you fret- niiiciiirviii 

CluMN. Any Dia nd here illustrated or shown in our Beautiful. KKLK, costly Art"^; of 

Diamonds and Watches, will l>o sent for examination without ol)li);,ition. This ofTer 
is open to every huMcnt person— o^'cm to yon. Note the wonderful values shown here 

No. :0 (Platinum) ^-'/iGCirat — No. 31 % ct. — No. 3 
No. 33 Vz ct. — No. 34 % ct. — No. 35 
No. 36 \'2 /,6 ct. — No. 37r3-'Act. — No. 3S /^ ct. 

Compare these prices with others. 

Terms 20^ down and \H monthly; 10^^ discount for 

Wo iiuiHjrt the roujh Di;UMoi,.ls. cut tin 

t duty. (i:VO tl„. S.IMMU' to vo.i. Wr 

i>r sweetheart U'tter. ('oii>Laut; 
il easy long tiuio terms wiU 
emeu's profits and i>ny 

nly «liH),al; 

.X3 per ( .• 

today fiTour bi„' talal „' and sj 

offerof Onet l)j.ini..nds f 

about, u run paralleled hiiy>baok offer. 

All Dianir.nds, also Wall lies, .in easy 

t<Tm3 — no money IJr-t 

for Catalog showing ni' 

than 1000 - 

D i a m o n 1 P 

38 S55. 

The Walker Edmund Co.> ^i'^^ 

Diamond Imporiera. Dept. |B 7 Weil MadUon St, Chiuto 

Flease mention this niayazine 



proved, as I know well that there are 
very many particulars in which the busi- 
ness of every man in this room might be 
improved if an inquiry into it were 
started by a commission armed with 
power. Such a commission would be at 
once met with the objection that its sug- 
gestions required too much of an outlay 
to carry them out, and would be asked 
how it proposed to provide the funds for 
the improvements recommended. * * * 
I believe that in the past ten years a 
great change has come over the minds of 
men who are in the management of public 
utilities. There are still some left who 
cling to the old ''i3ublic-be-damned" 
idea, but they are fast being supplanted, 
and the up-to-date railwaj^ or electric 
light official stands ready to listen to anj^ 
reasonable complaint that may be 
brought to his attention, and what is 

more to the point, to turn a deaf ear to 
proposals which call for abhorrent and 
forbidden methods in their accomplish- 
ment. * * * 

The Public Service Commission is 
organized to hand out justice as near as 
it can determine it, both to shippers and 
to carriers, to consumers and to pro- 
ducers, and if it has attained some suc- 
cess in its work of the last five years, it 
has done so by a strict adherence to that 
view, and not by spectacular brandish- 
ings of the ^^big stick." It has accom- 
plished more good by getting both parties 
before it, pointing out the strength or 
wealoiess of opposing views, and then 
appealing to that sense of fair play which 
is inherent in every man, than it ever has 
by a display of the tremendous powers 
which the law undoubtedly confers 
upon it. — The Honorable John B. Olmstead. 



The Traveler's Friend in the Ticket Office 

The man behind the counter in the 
railroad office appears always as the 
genius of travel. He not only knows the 
times of the trains coming and going but 
he is a reach^ authority on stopovers and 
he makes up the ticket of many folds with 
an assurance that dazzles the beholder. 
He is guide, philosopher and friend. 
Burdens are thrown upon him with 
perfect confidence by pretty young 
maidens, and the querulous old gentleman 
asks him the same question seventeen times 
and extracts the soft answer, the long and 

patient explanation that must be repeated. 
But his most pleasant duty is to admit 
that his road is the road of wonders and 
to enter into the joyful anticipations of 
anxious inquirers. He smiles sympathet- 
ically out of a vast experience as he 
confirms the suspicion that such a lake, 
mountain or canyon is the most beautiful 
or the grandest in the world. Anxious in- 
quirer feels that he has seen everything and 
is mighty glad that he himself did not go to 
another office to be diverted into other less 
blissful paths. — Chicago Record Herald. 

**What you do speaks so loudly that I cannot hear what 

you say. — Emerson. 




WAS anything ever done by one wlio 
was afraid? 

Would Columbus have made his dis- 
covery of the New World if he had been 
burdened with dark forebodings? 

Would the gospel ever have been 
preached to the remotest parts of the world 
if the missionary had feared his mission? 

Would there have been a United 
States if the signers of the Declaration 
of Independence had feared for their 
lives, as well they might? 

Would the railroads have crossed the 
continent and pierced the desert, and 
would our captains of industry have had 
the courage of their convictions, in 
building our industries — the wonder of 
the world for size, output and wages — if 
they had been timid while risking millions? 

W^as a battle ever won by a general 
who feared? Was ever a great cause vin- 
dicated by one without a strong heart 
and undying hope? Was ever a prize 
secured by a competitor who did not 
enter the race believing he must and 
would win? 

Is anything more contemptible than 
cowardice? Is an^-thing more noble than 
courage? Is ami^hing more childish 
than fear, or anything sweeter than con- 
fidence in an age of unrest, unreason, 
suspicion and disturbance? 

Let us turn from the dismal swamps 
and lift up our eyes to the hills. Let 
hope inspire and courage strengthen and 
the battle will be won. 

This is the lesson to teach the children 
in our schools, to tell to the patient 
toiler at his work, to speak to the anxious 
business man at his desk, to impress 
upon the preacher in his pulpit and the 
counselor in the hall of legislation. 

And Faint Heart Never Won Fair 
Lady. — John A. Sleicher, in Leslie's. 


this superb 

Think of it! Only S2.00 on tliis preat offer. 

Yoii have full tt-n days free Irlul. Our fuciory price 
is less tliati oUurs ask for st-cond-liand niuchiiit •^. 
Hvfry sale boars our ten-year Ironclad fjuaranu-c 
>ettlement for the balance can be niaile on tlie 
eaaieat monthly paymentm. The tlrst buyer In each 
locality iCi-\<, a h;intl>onie leatherette carrying case 
free. '\Vri:e t'><iiiy — Now. 

CALESriURG WRITING MACHINE rO.. Jept. P.M. GaUsbari;. Illinois 

AGENTS '* 'i?,;.T?K;^^ 

y Xnvrl watch-shaped li^^iKer. Operated with 
i)ne hand; gives an instantaneous lijv'ht every 
time. .No electricity, no battery, no wires, 
n<>n-<>xpl<>Hlve;d<ie«aw*y wIthniat.hCH* 
I.i;r»its your pl|)e, clirar. clK*rftt«-. k«»^ 
jet. ete. Paudy thlriK for the en«l of 
.v..iir<-lialn. TrenifiHlou.-* wller. Writo 
• I nick r.>r \\lii.lf!*ale i>rii-es ami ttriii.-. 

K. Brandt Lighter Co.. 148 Duane St.. N. Y. 




Send sketch or model for search. Highest ^^^^^^^^ 
references. Bestresultt. Promptness Assured. 

W.\TSON E. COLEMAN, Patent Lawyer 

824 F SU N. W. W..hinjton. D. C. 


The Mark of Qualify for 
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St. Louii 

Nrw Orleans 


tl Paso 



Please mention this magazine 

New Rest Room for Women 


AT the Baltimore & Ohio General 
Offices in Baltimore, there are 
now employed 2,150 clerks. 
About 226 of them are women, chiefly 
employed in the Car Record and Audit 

The new room also has the necessary 
equipment for taking care of any emer- 
gency case of sickness which may arise 
during the day. A matron is in attend- 
ance at all times, to look after the needs 


Offices, and when the new building was 
erected, a comfortable retiring room was 
provided for them on the sixth floor. 

With the increasing number of women 
clerks, however, additional accommoda- 
tions seemed desirable. Therefore, on 
September 2nd, a large and well venti- 
lated room on the 12th floor was opened 
for their use. It is equipped with every 
convenience and provides a comfortable 
place for rest and relaxation during the 
luncheon and rest period. 

of the employes and to see that proper 
attention is given in cases of indisposition. 
Adjacent to the rest room is the lunch 
room which the Company started when 
the building was opened. Here pure and 
wholesome food is served to all employes 
at reasonable prices. The establishment 
and maintenance of these facilities is in 
keeping with the desire which the Com- 
pany has always manifested to provide 
every necessary and desirable conven- 
ience for its employes. 

TIIK HAi;ri.M()HK AM) oHK) i:.\I l'I.( )\ KS MACAZFXK 


Improvements at Pleasant 
Plains Station, S. I. 

Extensive improvements liave been 
made at Pleasant Plains station, on the 
Staten Island Lines. The ticket ofliec 
and waiting room have l)een lined and 
coveretl with metal sheet, electric lights 
installed in the station, platform and sig- 
nals, and a new concrete walk laid on th(^ 
approach to the station. A new coat was 
given to everj'thing which could hold 
paint so that there is a spick and span 
aspect about the whole premises which 
gives credit to the efforts of the officers 
who brought about this work. Indeed 
the feeling of appreciation of the passen- 
gers has manifested itself to such an ex- 
tent that several of the commuters have 
suggested sending a testimonial to gen- 
eral superintendent Averell, embodying 
their thanks and gratitude in a formal 

This is the best reimbursement which 
the company can get for its labor and 
expense — a satisfied public. We all 
agree that a genuine spirit of gratitude 
often goes further toward repaying an act 
of kindness than any other form of return 
upon which an intrinsic value can be 

E. Bernstein. 

Firemen's, Engineers' 






XTKA quality 
horsehide. Spe- 
cial selected stock, 
tanned by' a special 
process which makes 
it fire-proof. Can be 
washed. Always 
soft and pliable. 

Seamless Palm 

Send for Catalogfue 

Chicago Glove & Mitten Co. 

458 N. Halsted St. Dept B CHICAGO 



I uill s<ll vm;, t!.,l,st DROP HEAD 
SEWING MACHINE „. . > i ^ 
iiic nothin^f umil v" Wf' it. \r\ 
Iccifte if you w.-int it : .ihcr tli.i" ; 
^=0 tents a week (or if more nar 
you may pay monthly). To f 
men I require no contract or Icobc of 

[■ " ' any kind. Deal is strictly confidential. 

Ill I. I irtlior. I will save you one-half in cost. If you are a 
reli.ihle and can use a sewinif machine I will m.ikr voii a 
marvelously low price and liberal terms offer. Jus' wri;c 
postal card and say, "Mail me your offer .\o.8l I." 

postal card and say, "Mail me your offer 

FRED BIFFAR. 180 N. Dearborn St.. CHICAGO. ILL. 

One on Stull 

When en<;in(H'r "Ben" Stull wa.s run- 
ring one of the old '200' engines in Peni- 
tentiary cut, with more cars on his train 
than he could handle, with full steam on, 
wheels slipping, and no action, Ben 
gripped the sand bar and said: 

''Here, Sally, what's the matter with 
you? Can't 3'ou stand up; you always 
was good on the shell road — see what you 
can do on the pike.*' 




^ Mustard Ointment 

^ Kelii-vcs tlu- i>;iiii (if KIkiiih.i- 

M tisiii. N<'iii;iln:;i, 1 k .ulac lie 

^ Sore and StifT Mi!*^clfs. Sorr 

^ Thruiit. Croup, etc. DouM. 

the I fleet of the imi.slaii! 

plaster, hut it never blister- 

j>nt ui) in handy tubes thai 

prevent evaporation. Ahvins 

^^ fresh, fnll-strenKth and ready 

for application. 

If your drxfKKist cannot 
supply you with the irentiine 
Zunota. srncl ns \*k. in stanip'^ 
fof ;i l'h>'~ici;iir« S.iniTlc Tuhe. 
Springfield, Mass. menllnti thin m<ijiKnir 

Enormous Capitalization Needs for Develop- 
ment of Country's Resources 

EIGHT million dollars a week for five 
years— $2,000,000,000 in all— can 
profitably be invested in develop- 
ing the electrical industry in this country, 
Frank A. Vanderlip, president of the 
National City Bank of New York, said 
recently in addressing representatives of 
the electrical industry in the United 
States, meeting at Association Island. 

''When we think what is certain to be 
done in the way of electrification of steam 
railroad terminals and heavy mountain 
grades; when we reflect on the larger use 
of electrical energy for industrial power, 
in agricultural uses and in the continued 
growth of necessary interurban lines, we 
do not need to look further into the 
possible development of the industry to 
see a requirement for $400,000,000 a year 
of new capital," he said. 

"That means $8,000,000 new capital 
every week for the next five years. It is 
such a capital requirement that you gen- 
tlemen are facing, and which must be 
successfully met if your energies are to 

have an adequate field of display. Can 
you get it? 

"To get a full appreciation of the dif- 
ficulties you may well glance outside of 
your own field, however, and note that 
there will mature within that five-year 
period well over $1,000,000,000 of steam 
railroad securities. The railroads in five 
years will need, say, $4,000,000,000 for 
refunding and fresh capital. States and 
municipalities will absorb in the neigh- 
borhood of $1,500,000,000 more, so with 
the $2,000,000,000 your industry will 
need, there should be provided between 
now and the end of 1918 between $7,000,- 
000,000 and $8,000,000,000 for these 
three purposes alone, to say nothing of 
general industrial and other needs. 

"These are bewildering figures. They 
sound more like astronomical mathe- 
matics than totals of round, hard-earned 
dollars. The raising of these sums, how- 
ever, is the practical problem that finan- 
ciers have directly in front of them. — N. Y. 

Railroads the Marvel of Modern Life 

(Adapted From Magazine Article) 

WHEN Aladdin rubbed the lamp 
and the answering genii bowed 
before his master, it was con- 
sidered a pretty large order, — that demand 
for a palace, a feast, lights and music. 
Folks have wondered how the genii man- 
aged to gather the materials. Had Alad- 
din's demand been for a complete railroad 
the genii might well have been staggered. 


The modern railroad purchasing agent 
has things upon his requisition blanks no 
genii ever heard of. 

Seriously, should every book be wiped 
out, should some mighty upheaval an- 
nihilate our newspapers, bum our mu- 
seums, destroy our warehouses and 
blot out history, philosophy, economics, 
geography and the mechanical arts, yet 



save to posterity one single complete 
railway, there would go down to future 
scientists enough concrete knowledge of our 
world today to enable them to reconstruct 
every single feature of our civilization! 

From what corner of the earth does not 
flying sail or straining wheel drag some 
article of use or ornament for the modern 
railway? Every race under the sun is 
delving, straining, tugging, lifting, dig- 
ging, hauling, pushing or pulling, that the 
modern railway may be adequately 
equipped. Lightnings, tempests, water- 
power, steam, are all enlisted. Chemis- 
tr\', geography, zoology; animal, vege- 
table and mineral kingdoms; East and 
West; mountain and plain; the labor of 
men, women and children, all contribute 
to the mighty total. From beneath the 
earth come the metals, the paints, the 
fuel, the crystal glass and the shining 
rails; from above the earth the oak tree 
gives the ties, the interior trim; cotton 
fields give their graceful harvest, flax its 
strength, the silk worm its cocoon, the 
sheep its wool, and man his labor. 

The proper distribution and accounting 
of this enormous tribute of earth and sea 
and sky is of itself an enterprise, second 
only to the tremendous industry which 
calls it forth. ]\Ianifold indeed are rail- 
way supplies. But more wonderful still 
are the geniuses who grasp their infinite 
variety and wield them into working 
units of transportation. 

If you want clean hands- 



Considerable comment was aroused 
some months ago over the announced 
elimination by a big telephone company 
of the word "please," from the vocabulary 
of its operators. We have been in a posi- 
tion to weigh the merits of the thing care- 
fully, having frequently telephoned in a 
city having two competing sj'stems, one 
of which still clings to the use of the word 


Write us for samples and agents terms, if 
your grocer does not handle VANCO 
and we will make you an attractive 
offer to earn some extra money. 

The Robertson Vanco Co. 

103 Park Avenue, New York 




We guarantee the 
Leahey Trousers 
Press to pres.-* trous- 
ers in five minutes, 
without heat or la- 
bor Very Hiiiiple and 
handy Can be fold- 
ed, while pres'-ing 
trousers, to carry in 
-uitcase A Kood X- 
mas present for your 
friends or yourself. 
postpaid Write N<»>> 
to H H. JACOBS, 

116 E. 60th St. 

Dep«. 0. 1628-30 Broadway. Box ^^. Sta. 0, 

The Success Express 

becomes the slow freight when 
the Human Engine goes wrong. 

You Can't Fail — 

if j'ou have viuor of body and tlie 
power of mind that noes with it 

You Can't Succeed — 
if your body is weak and ailinir a:id 
despoiulent with the worry of the 
incomplete ni.ui. 

1 am the Master Builder 
whose own body is tlie most perfect 
in the world and who has perfected 
more human bodies than any other 
living man. 

Take the Strondf ort Route to the 
land of achievement, thcl.nid of vital- 
ity, enerny and power. YOU have ns 
much riirh* to be a real man as any- 
one else has. Let me direct YOU. as 
I direct everyone who rules over my 
road— personally aod individually. Send 4c 
to cover maiiinir of mv free bo<ik. 
■"lolelliieDte io Ph).sital Cullur?" 

Lionel Stron^fort 

New York (.My 


Writing Songs 

\\ c nave paul tli'iiisani!-- 
of dollar.s toaniateur song 
writers. K.\poricn(.L' nut nt-cessary. Write for free partic- 
ulars or send us your sonv: pf)eins or melodies today .'or 
tree examination. Acceptance jruaranteetl if Tvaihible. Hijf 
Songr Writers' Mak'azine, beautifully illustrated bonk and 
valuable advice all free. 
DLGDALE CO.. 1094 Do^dale Bldt . Wushindton . I). ( . 

Plea.^e mention this mnqnzinr 



"please/' while the other has abolished it. 
Our conclusions, therefore, are founded on 
actual trial, side by side, of both methods. 
And we here declare, unconditionally and 
without reserve, for the continuance of 
that small courtesy to the public wrapped 
up in the word ''please." Its omission 
saves a fraction of a second on each call. 
But are the time and dollars saved worth 
what they cost? 

It reminds one of the story of the Jap- 
anese visitors to New York, who, coming 
downtown in the subway in a local train, 
were hustled and shoved into an express 
at the first express stop. When they 
reached the Bridge and wxre at last 
landed on the platform, one mildly in- 
quired as to the reason for the change 
involving so much discomfort. He was 
told that two minutes were saved by 
taking the express. ''Ah," said he, "I 
understand. And what will you do with 
the two minutes now that 3^ou have saved 
them?"^ — Telephony. 

Recherchez Recipes 

OYSTER BISQUE— Lesid seven adult 
oysters out back of the barn and shoot 
them. After plucking them and remov- 
ing the feet parboil until they are elastic, 
cover with crumby bread and bake. 
Varnish with dill pickles, add hot air and 

— Take two cups of molasses and cut in 
strips, butter each side of the strips and 
braid them. Coil this braid around a 
bunch of raisins and tie with limber mac- 
aroni. Wring towels out of boiling water 
and wrap around this pudding until it is 

TOMATO CREOLE—Scsiid seven to- 
matoes until they are blistered, turn them 
wrong side out and add thin slices of ice, 
thicken with laundry starch, add a dash 
of washing blueing and serve with a top 
dressing of Portland cement. — N.Y. Even- 
ing Mail. 

COOPERATION is what makes possible the successful opera- 
tion of big enterprises like this railway system. 

No one man can do it. No small group of men can do it. 
Every one of its officers and employes must work together and 
with each other if the service of the company is to be what it 
should be. 

Give your fellow workman a lift whenever it is possible. Some 
day you may need his help. 

Your interests and the company's interests are the same. A 
bankrupt corporation pays no dividends. Neither does it raise 
any wages. 

A corporation's prosperity is reflected in the prosperity of its 

Think it over ! —From New York State Railways, Utica-Syracuse Lines 


Baiting of Railroads 

W. L. Park, Vice-President of the Illinois Central 
Railroad, in I a sI'k \s 

WHEN iiit('iTui)ti()u of traffic or 
.'U'c'idents occur through the 
financial inability of the rail- 
roads to ])rovi(lc methods of bettering 
the tracks and equi])nicnt, numerous 
political '"doctors" rush to the patient, 
offering a panacea on municipal, state and 
federal anti-merger, anti-construction and 
business restricting laws, full crew bills, 
maximum length of trains, and other 
alleged safety acts, standardization of old 
equipment, electric headlights, automatic 
train control, automaton stokers, flag- 
ging rules, speed restrictions and other 
nostrums. Many of their propositions 
are actually forced upon the railroads, 
complicating the situation and unneces- 
saril}' adding to the expense. The would- 
be-cure-alls know little about the railroads 
and seemingly care less. They feel, how- 
ever, that they have a monopoly of in- 
telligence, and that if they cannot fix the 
railroads the\' can at least fix em so no 
one else can fix 'em; and in this event 
they can be turned over to the Govern- 

Our people travel about in Europe 
subject to all sorts of inconveniences, as 
to sleeping and dining cars, booking, 
checking of baggage, etc., and take such 
things as a matter of course, to l)e ac- 
counted for by the proximity- of frontier 
lines, or the peculiarities of a foreign 
l^eople. The.y pa}' more for the privi- 
leges, liberally fee the attendants and 
servants of the railroads. Objectional)le 
rules and inconvenient conditions are 
accepted as secmingl}' necessary, and 
they return home to criticise much 
superior service. 

Please mention this 

"Hot Box" 

Movements quick and easy, 
hands safe-guarded against heat 
or hurt — that's the invaluable 
service you get in the soft, strong 



This Protector Gauntlet gives supreme 
service — long, strong and comfortable. 
The leather is perfect selection, per- 
fectly handled, and can be easily 
cleaned in gasoline. Heat, steam and 
water-proof. Send for book showing 
the wide line for driving, motoring, etc. 

500 styles — for every man according 
to his work or sport. Ask to see 
the "Glad Hand" - a lighter weight 
Gauntlet, and the easy, soft "Slip- 
On" mitten for switchmen. If neces- 
sary, write us for information. W e 
will send book and tell you where 
to buy. ^,-<:2 

O. C. HANSEN Ca^^ 
MFG. CO. ^- ^ 

282 Milwaukee ' 
Milwaukee, Wis 



William Galloway in Cab of Old 
Grasshopper Engine 

THIS picture was .taken at Mount 
Clare during the latter part of 
March, 1874. Mr. WiUiam Gal- 
loway, grandfather of general manager 

are still able to serve the Company and 
to know that it has long ago passed the 
1464 mark and is expanding far beyond 
our expectations. 


Galloway, is on the engine in readiness 
to run it to Relay to be photographed 
alongside of Consolidation Engine No. 
464, which was the largest freight 
engine in the service at that time and 
considered a monster. 

Prior to photographing the Grass- 
hopper and No. 464, in error the figure 1 
was placed before No. 464, making it 
No. 1464. Not a single one of those 
present had the slightest idea that the 
Baltimore and Ohio engine numbers 
would pass the 1464 mark during his 
railroad career. But the writer is 
thankful that many others beside himself 

During my early days of railroading, 
the Baltimore & Ohio engines were known 
as Grasshoppers, Coal Crabs, Mud Dig- 
gers, Camels, Camel 10 Wheelers, Dutch 
Wagons, Yankee Clocks, Company En- 
gines and Jersey Greenbacks. The 
Moguls and Consolidations soon dis- 
placed these now obsolete types. 

J. G. Spurrier. 



The Doer is the digger, and the digger 
is the Builder. 




The Doer is the mover, and the mover 
is the Winner. 


Do the things you start, do the things 
you have at heart, do what the other 
fellow can but doesn't; do while there's 
time, do while there's life and do while 
there's hope; do for your own sake, do 
because you love to, do because j'ou 
must. Do because there is no other 
way, to win I 


Do the job at hand, for the job moves 
on. Do when it shines and do when it 
rains. Do through the frowns, and do 
through the smiles. Do on your legs 
and do at your desk. Do after you've 
failed and do after you've won. But 
no matter whether early or late, whether 
here or there, Do. 

And do it now; do it today. Be a 

Do. — George Matthew Adams. 

''Safety First'' on 
New Haven 


In its new time table the New Haven 
has put "safety first" to such an extent 
that it has lengthened the running time of 
two-thirds of its one thousand trains. 
The lengthening varies from four to 
twenty-five minutes on the short dis- 
tances that prevail in New England. 

We shall now see how little force there 
is in the plea that the public demand is 
responsible for the high speed that has 
made travel on this and other roads un- 

The public demands not speed so much 
as whatever speed is consistent with 
safety. If the railroad managers cannot 
be trusted to give this, then the Interstate 
Commerce Commission and the other 
regulative bodies will be (^m])()\v(Ted to 
fix the speed at which trains may be run 
by a railroad consistently with the safety 
of its passengers. — .V. }'. Tribune. 

Please nu niton 

Our Fashion Catalogue 



Mrile For It 

Today. AiL 

lor (lafalo^up 

No. ()0 RO 


We Pay 
All Mail or 
Char{|cs lo 
Your Town 
No Mailer 
Where You Live 


Which Will Convince You of Ihe Wonderful \ alues We Offer 

5 BO 15. Warm. Durable. 
Dressy Coat made of good (jiial- 
ity, i^urisian Pony Skin Fur Cloth. 
which looks exactly like the real 
Pony fur. Coat is made with a 
turndown collar of self ma- 
terial with st\ lish. pointeil 
levers. The fevers may be 
turned under and the coat 
buttoned across the chest. 
Model fastens to left side 
vlth two lar^^e t«olf-oovered but- 
tons and Hllk cord loops. Tin- 
turnback ciiirc are of pel f mater- 
ial. Coat is cut on the newest 
fashionable lliies. and la Kfinl- 
lltted. It Is llnctl with vroo.l 
qualitv <lurub!e Vem-tlaii. 
IMa<-k ofily and In h\- 
Inch lenjrth. Sizes, :r,' 
to 44 bust; also to lit 
misses or small v<i 
men, '.'--i to 38 Ixist. 

Price, all mail or fx- 
press charijes ^^ qq 
paid by us. . . C>0."0 

5BOI6. Neat. 
Warm Mutf of 

black Parisian 

Ponv I'lir Cloth to 

match cmtSKM 15. 

Satin lined. Black 


PricP, all mail or fi- 

prrss ch-ircps c < |q 
paid by us... :M.Ki 

(ii^OI.l. Stun- 
ninti Mediu m- 
Size Dress Hat 

maile of tine, lus- 
trous all-silk plush. 
T.-tsteftiH V IrlmiiiMlat 
riirht t^u\e> with two 
ta llore<l bows of 
|»liish, w r.ll ceiitei-H of 
Itnh'arlan embroidtry 
l.olitiii^ In pln<v a hik'li 
lun<-v of nn«-iir:ed(»strleh 
iti ntuiih'l el.-.rt. At left 
.-;.!.• 1^ tr:nime<J with two 
t n'.r.-.l li..v s of Ittilfar- 
lua eiiibrohlery. Kat ban 
II >rrae*ful narrow brim 
sllrhtly rolle<l at left fide. 
fomc-j« In alt black ; black 
XX ith Nellros«-: naxy with natural 
and white feather fanev.aml in 
l)oaiitliul mole jrray plii!<h with h'r- 
l.inry. pr[(p, all n,,n or ex- Qo qu 
press rharijrs paid by us iTV J.Mfj 

Bellas Hess <^(o 




IS ninjn'inr 



The Legally Trained Man LEADS 

YOU Also Can Be A Leader! 

IN business, in politics — before the Court and in 
private life — legal training gives POWER, 
PRESTIGE, WEALTH. Every move in busi- 
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thousands of transactions of our everyday life — de- 
mand a knowledge of law. Naturally, the legally 
trained man leads — for his expert knowledge puts 
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Today, to a greater extent than ever before — due 
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The Greatest Law School for 
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YOU can become a leader of men — YOU can im- 
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A Startling 

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This startling offer is being made for a limited 
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Dept. 2798. Manhattan Bldg., CHICAGO 

We Guarantee 

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Gentlemen: Without any oblig-ations on me whatever, please send mo 
full particulars of your remarkable Scholarship Otfer. Also send me, free 
and prepaia, your School Catalog which telU how 1 can become legally 
trained at home. 


Please mention this magazine 

Baltimore AND Ohio 
Employes Magazine 

Jhe Great Old mrld 


'' 1914 

THE cynics mock her. 

The red storms rock her. 

The earthquakes shock her. 
But on she rolls I 

Downcast, elated — 

For ruin slated. 

She still goes freighted 
With human souls I 

THK great seas tiiundt r 
* And rend asunder 
The white stars wencer, 

/ s time grow s gray ; 
But reaping, sow ing. 
Her way sh'« s going 
To meet unknowing — 

A Judgment Pay. 

Dl'T joy go with her! 

Nor slip his tether 
When stormy weather 

Makes grief and moan I 
Tragedy jest W(»r!d 
I ost-unto-rest wor'd 
Still still the best world 
We e\er ha>e known. 


and ioltou 

^ HabbyMew Itear 

If you own a Columbia or 
Victor talking machine 

here is a chance for you to get for twenty- 
five cents a "sample'' advertising Columbia 
record that will play on your machine. 

The only reason why the price is set at twenty-five cents is because 
we want you to know at first hand something about the superior and 
guaranteed quality of Columbia double-disc records, and that they will 
play on your machine. 

We can give you the name of a dealer w^ho W\\\ supply you with this > 
sample record at 25 cents — if you have any difficulty in locating one. Or for the y / 
same 25 cents sent to us direct we will deliver the record to you prepaid. ^ ^ 

Standard Columbia Double-Disc Records, 65 cents. Others from ^ ♦ 
75 cents to $7.50. • ^^ 

IMPORTANT NOTICE— All Columbia records may ^ J^ 
be played on Victor Talking Machines. Likewise ^ ^ Columbia 

all Columbia Grafonolas will play Victor Records. > V^ ^ Graphophone 

. - -^ ^^ ^^ Company 

ttlll^ iS^ \ Columbia Graphophone Co. '^^^^^ wooiwTrtl. Bid^., 

.Art^SSS^ \ Box A 418 Woolworth BIdg. Kc^V New York 

Jf\r K!JS5S3 \ New York ^^ ^ Enclosed find 25c. Send 

I I' m'^^^^K I 1 A^ ^^ me that Sample record. 

1/ f;^^ I I TORONTO: 365-367 Sorauren Ave. ^^^^ I own a machine. 

CO I Manufacturers of the ,^ ^ Where is the nearest dealer? 

^ Ij Dictaphone ^^ ^ 

^J Prices in Canada plus • ^^ NAME 

\lr.\0 "^ y Dealers wanted- y .^ ADDRESS 

i>OV'^ ^^ Write for special J^ ^ 

proposition ^ ^^ 

Please mention this magazine 

TiiK BAi/riMoiii-; AM) oiiid i;.\ii'i,( A i:s maca/.ini 

V •!*>. 


WEILLINGTON held this regiment of cavalry in reserve at the battle of Waterloo, awaiting the supreme 
moment when an overwhelming charge might turn the tide of battle. The instant the French lines wavered 
the order was given to char.f^e and the Scots Greys Cavalry hurled themselves against the French like a 
thunderbolt. This charge ended foreverthe career of Napoleon and his dream of universal empire vanished awny 
with the smoke of his artillery. The celebrated picture shown herewith from Ridpath's History, the original of 
which was purchased by Queen Victoria, illustrates but one event of all the thousands which makes up the histor>' 
of every nation, empire, principality or power in the world famed publication. 

Ridpath's History^ World 

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Six Thousand Years of History 

"piDPATH takes you back to the dawn of history 
-"■^ long before the Pyramids of Egypt were built; 

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No. 800 

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send a pair to you prepaid. 




Why Bowser Systems Are Safe 

Ordinary gasolene boils at 113° F. It throws off power- 
producing vapor long before i t reaches the boiling point and 
— it get swarm enough any day to produce vapor. 

That vapor i s P-O-W-E-R. To release i t requires but a 
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Store thisinflammable liquid underground in a 

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Nature's way — where the temperature hovers close around 
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Over a million satisfied usersin twenty-eight years and not 
a fire traceable, directly or indiiectly , to the use of Bowser 
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built to conform to that measuieof safety prescribed by the 
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If you use gasolene or oil you need a Bo-wser Storage 
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THOMAS H. MacRAE, Advertising Manager. JOHN H. POWERS, Eastern Representative, 

Railway Exchange Building, 456 Fourth Avenue, New York. 

Chicago, 111. Telephone 4716 Madison. 

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Write us for samples and agents terms, if 
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Please mention this magazine 



Baltimore and Ohio 
employes JMagazine 


Baltimore, lanuary, '914 Number 4 


New Year's Greeting President Willard 4 

Deer Park Address R. N. Begien 5 

Newark Division Veterans' Association C. C. Grimm 9 

Ring Out, Wild Bells Tennyson 12 

The Mascot M. K Chapman 13 

Train Handling from Practical Experience C. E. Walsh 17 

Conservation in Distribution of Literature W. E. Lowes 19 

Time and Tide Wait for No Man Thomas N. Miranda 21 

Reorganization of General Safety Committee 24 

First International Exposition of Safety and Sanitation . 25 

Honorable Mention in Ticket Sellers' Contest H. J. Hacker 29 

The Flagman H. Irving Martin 30 

Railway Sanitation Dr. Edgar T. Parlett 31 

Charles E. Ways — Obituary 39 

The Nine-Hour Day Mrs. Albert F. Voss 40 

Progressive Form of Examination for Firemen. W. J. Duffey 44 
Percentage Sheets and Through Waybilling Instructions 

H. C. Vaughn 49 

New Year's Greeting from Port Ivory 53 

Editorial 54 

Special Merit 57 

Among Ourselves 66 

published monthly at Baltimore, Maryland, by the employes of 
the Baltimore and Ohio Railroad to promote community of interest 
and greater efficiency. Contributions are welcomed from all em- 
ployee. Manuscripts and photographs will be returned upon request. 
please write on one side of the sheet onlv ;? ;? />? ^ 

3[0 tl^0 Emploii^s of tlye 

SSalttmnr^ an& ®I|t0 ^gstem: 

©nr^ tnnr^ 31 luiat? to txtrnft to all vtnpla^vB of tl|r iBalttmore 
anil ©l|to ^yBtpttt, my bpst vutati^a for a l|appi| an& proap^roua ^^ui 
^par, anil at tl|p sam^ timp J ujfal| to assnr^ all of my appreciation of 
tl|pir loyal SBtvtce anh support Jinring tl|0 year just enJieii. 

STl^e year 1913 l|aa been one of unnaual Jiiffirnltiea for tlye 
Baltimore anil ©l|io Company, ^euer in ita entire l|iatory l|aa it met 
mitt| anrl| great iiiaaater aa maa ocraaioneii by tl|e unpreceiienteii 
f looiia of laat ilHarrty. IBouieuer, except for a fern briiigea lulyiclj l|aue 
not yet been permanently rebuilt, tl|e iiamage canaeii by tl|e l|igl| 
mater Ijaa all been repaired, but tl|e ntaking of tl|e neceaaary repairs, 
togetlier mitt? tl|e loaa of bnaineaa iiuring tl|e interruption, l^aa int- 
poaeii an exceaaiue anil moat unuaual buriien upon tlje Company iiur- 
ing tlye laat nine ntontlia. 

it ia to be regretteii tl|at tl|e amaller uolunte of bnaineaa to be 
tianiileii at tl|e preaent time Ijaa maiie it neceaaary to reiiuce tl|e force 
anil curtail expenaea aa mucly aa poaaible in all iiirectiona. Ht ia 
tfopeii tl|at coniiitiona mill aoon menii to aucl? an extent tl?at tlye bnai- 
neaa of tlyia Company ntay ayain be on tlye baaia of one year ago anil 
tl|e forcea be fully reatoreii. Ml|ile uniier exiating coniiitiona tl|e 
moat rigoroua economy ia neceaaary, it alyoulii be clearly uniieratooii 
ti|at notljing ia to be iione ml|icl| mill in tljealigliteatiiegreeaiiuerBely 
affect tl|e aaf ety of operation, anil in tlyat connection 31 mial? agaixt to 
urge tlje requeat containeii in nty nteaaage one year ago tobay, tlyat 
all keep conatantly in minii iiuring tlye year juat begun, tl)e impor- 
tance of ** Safety iFirat-** ** Safety iKirat** meana not only aaf ety 
for tlye traueling public, anil our patrona generally, but alao safety 
for eaclf iniiiuiiiual employe. iMucl? l|aa been iione in tlyat iiirection, 
i am glaii to aay, iiuring tl?e paat year, anil If l|Ope me may lyaue tl?e 
lyearty anil actiue cooperatiojt of all iiuring tl|e year juat begun. 

Information is the Essence of 


Address of R. N. Begien, General Superin 

tendent of the Baltimore and Ohio 

Southwestern, at Deer Park 

HA\'E been asked to 
spvuk on the subject 
of "Train Load as 
\'iewed from th(^ Gen- 
eral Office and on Line 
of Road." 

The sul)ject as- 
sumes that there are 
two different points of view, and I feel 
that there are two different points of 
view, but I am sure that there should 
be only one. On account of the effect 
on operatin<z; expenses, a large train load 
is desirable from a general office stand- 

For the same reason it is equally desir- 
able on the operating divisions. Contin- 
gencies may arise which make it proper to 
reduce train ratings temporarih;, as there 
is no doubt that a quicker movement is 
had with the fighter rating, and better 
mileage is secured from the power. 

When conditions become normal, how- 
ever, it is always difficult to restore the 
train load, for reasons that are apparent. 
The object of building up train load is 
primarily to reduce expenses. Oper- 
ating expenses are sul)-divided for con- 

venience into three parts: Expenses due 
to maintenance of roadway; those due to 
maintenance of (^ngines and cars; expenses 
due to transi)()rtati()n of engines and cars 
over the roadway. 

It is prol)able that the expense of main- 
tenance of way is not influenced at all by 
the size of the train load. 

It has been stated that the charge-^ for 
maintenance of (M]uipnient are increased 
by hauling in large trains. This may be 
true, as engines must maintain a higher 
average steam pressure, and both cars and 
engines are subjected to greater stresses. 

In order to overcome that part of the 
expense, we are building stronger new 
equipment and strengthening the old 
equipment, which is not strong. The net 
cost of maintaining stronger cars hauled in 
larger trains will probably be no greater 
than the cost of caring for less strong cars 
hauled in smaller trains. 

In view of the remarks of Mr. Clark 
that freight car repairs per mile, exclusive 
of depreciation allowance, are less per 
mile at the present time than for some 
years past, it is evident that car repairs, 
are affected less bv the train load than I 



had thought. It is time, too, that we 
were beginning to feel the beneficial 
effects of the steel underframes that our 
management has been providing for the 
weaker equipment, and perhaps that 
accounts for the fact that car repairs have 
not advanced. Good management is 
also to be held responsible for some of it. 

Transportation expense decreases or 
increases as the train load goes up or 
down. An analysis shows that about 
one-third of the entire transportation ex- 
pense fluctuates with the train load. 

If we assume that the transportation 
expense of the Baltimore & Ohio Rail- 
road averages $3,000,000 per month, it 
follows then that an expense of about 
$1,000,000 per month depends directly 
on the train load. 

An increase of ten per cent, in the train 
load is therefore worth about $100,000 per 
month to the Baltimore & Ohio Railroad. 

Some expenses have increased as our 
train load has gone up, and it may be as- 
sumed by some that the increased train 
load has had something to do with the 
increased loss and damage. 

This is not so, however. 

I merely bring this up for your infor- 
mation, as I have been over the matter 
with Mr. Coon, and the reasons he assigns 
for the increased loss and damage have 
nothing at all to do with the train load. 

It may be fairly stated that progress 
has been made along the line of increased 
train load. There is a great deal of in- 
terest displayed on the part of the super- 
intendents and their staffs, and at the 
present time it is safe to say that few slow 
freight trains leave their terminals with- 
out full tonnage. 

While this is true on leaving terminals, 
it is not always true that the train has 
full tonnage going into terminal. 

In order to maintain the best possible 
train load, each train must carry its ton- 

nage as far as possible throughout the 

Slow freight does not constitute more 
than about one-third of all the freight 
trains run. The other two-thirds are fast 
freights, locals and pick-ups These 
trains make train mileage and affect the 
train load more than slow freights. 
Practically all of our slow freight trains 
have a revenue tonnage in excess of the 
average train load, while the locals, pick- 
ups and fast freights have, as a rule, light 

To illustrate this point, let us assume 
that the average revenue train load on the 
Baltimore & Ohio Railroad is 600 tons. 
A 4,000 ton train of coal will have a re- 
venue train load of 3,000 tons, and a 
2,000 ton train a revenue train load of 
1,500 tons. 

A fast freight train of fifty cars — and 
that is a good sized fast freight — will not 
average much more than six revenue tons 
per car, or a revenue train load of 300 
tons, about one-half the average. The 
Ohio Division, which carries about twenty 
three cars in a fast freight, averages a 
revenue train load on fast freight of less 
than 150 tons. 

A local freight, which makes just as 
much train mileage as a slow freight do3^, 
will not average more than from fifty to 
seventy-five tons revenue train load. It 
follows, therefore, that special attention 
must be given to these trains. I have in 
mind one division which is hauling trains 
too long for its passing sidings, making 
thereby great delays to freight move- 
ment. While this division has some long 
trains of eighty-five or ninety cars, the 
average train on the division is only 
twenty-eight cars. The problem, there- 
fore, is to build up the short train rather 
than lengthen the long ones and then 
better train load may be averaged without 
any trains longer than the passing sidings. 


In the case of fast freights, thev must 
necessarily be Hghter than slow freights 
to make time, but we run too many fast 
freights. If fast freight was run on 
time, so that the consohdations could 
be made at each of the terminals i^ro- 
vided for in the working book, a great 
many hundred 
freight trains 
could be saved 
every year. For 
example: If 
trains 98, 94 and 
90 all arrive at 
points of consoli- 
dation on time 
in the morning, 
they are made 
up to form dif- 
ferent sections of 
94 at that point. 
If, on the other 
hand, they are 
late, the same 
number of sec- 
tions are gener- 
ally run. as there 
is one section to 
each destination, 
and followed 
later by addi- 
tional sections 
made up from 
incoming freight 
which has been 
delivered late. 

The value of keeping passenger trains 
on time cannot be overestimated on any 
line, but this is especially true on a single 
track line. If freight trains are laid out 
b}' passenger trains on bad schedule, the 
freight cannot make the time over the 
road and the result is ultimately tonnage 
cutting to get quick movement. 

It is therefore desirai)le to run fast 
freights and passenger trains on time from 

an oj)erating standjxjint, as well as for 
traffic reasons. It is certain that the 
best average total train load is made on 
fast freights when they are run on time. 
as they then handle a larger proportion 
of Ql) frcMght in each one. When they 
are run on bad schedule, more sections 

are run to handle 


H. N. BEGn<:N 
upeiintendent of the Baltimore ifc Oliic 

exactly the saine 
business and 
each section is 
hi led out with 
slow freight. 

This causes 
slow freight to be 
handled in fast 
freights with 
light train load 
and consequent 
high expense. 

In the case of 
locals and pick- 
ups, if a check is 
ke])t on that 
work, it may be 
found that it is 
possible to give 
them some 
through loads on 
light days. This 
can generally be 
done on turn- 
around locals as 
they can have 
tonnage and do 
way work in one 
direction and do the switching and heavy 
work in the other direction. 

It siiould be remembered that train 
load is composed of a series of carloads. 
If we can get an extra ton in a car, it takes 
very little more energy to haul it. It 
takes less than twenty per cent, 
more energy to haul a seventy ton 
car of coal than it does to haul a 
twenty ton (Mni)t}'. The easiest way 

w. n. R. 


to build up train load is to increase the 

We are familiar with the methods that 
have been followed to build up train load. 
From the general office standpoint, there 
are some things that can be doneto biiild 
up train load. 

1st: Distribute the largest power to 
those divisions having the greatest traffic 

2nd: Assign the greatest number of 
the stronger cars to those divisions of 
greatest density and more severe oper- 
ating conditions. 

These matters have been attended to. 
Possibly, however, I looked at them from 
a different angle six months ago than I do 
now, but of course that is beside the ques- 
tion. I should like to see the steel equip- 
ment on the Southwest, but I know it will 
do more good on the main line. 

Two years ago the Mikado engine was 
withdrawn from the Chicago Division 
and put on the Cumberland Division. 
While the Chicago Division used the 
engine to good advantage, its traffic den- 
sity at that time was such that the Cum- 
berland Division could earn far more for 
the Baltimore & Ohio System with them. 
With the increase in density, the Mikados 
have been restored to the Chicago Division. 

All divisions cannot make a heavy 
train load. While 250 tons is an excel- 
lent mark for the Shenandoah Division 
to show, 1,000 tons is low for the Cum- 
berland Division. Five hundred tons is 
good for the Ohio Division and 400 ex- 
cellent for the Monongahela. Different 
conditions of ruling grade, density of 
traffic, character of work, such as switch- 
ing, pickup, and set off, proportion of fast 
freight and local service, to the total, all 
make a difference in the possible per- 

The first essential is to make up the 
train properly. The yard people must use 

actual weights, if possible, and must give 
every train leaving the yard its rated 
tonnage. They should be checked 
periodically to see that this is done. 
Agents should see that each car is loaded 
to its capacity. Dispatchers and car 
distributors must be interested to see 
that the least possible empty car mileage 
is made which will properly serve the busi- 
ness. The largest power should be kept 
in the service which averages the heaviest § 
train loads. Local work should be done 
by local trains so that through trains may 
carry full tonnage over the entire run. 
Trains should be filled out where the 
grades will permit, especially when 
tonnage accumulates at a convenient 

The Superintendent and Chief Dis- 
patcher should examine the Form 2520 
daily, to see that trains have been run 
so as to handle the maximum tonnage. 
After they become familiar with the 
Form, this will not take more than fifteen 
minutes per day. 

Form 1598, which is sent out every 
week from the general office, details the 
train loads and cost of operation sepa- 
rated between ordinary freight, fast 
freight and local freight, and between the 
eastward and westward movement. It 
is therefore possible to see which part is 
falling back. 

Where trains are short, double head- 
ing may be used to advantage, and helper 
engines may be assigned where the i 
volume of business justifies it, and the | 
grade makes it necessary. \ 

Special attention should be given to 
train rating in the winter, when cold 
weather makes necessary a reduction in 
slow freight ratings. Fast freight and 
locals, however, ordinarily carry a rating 
lower than the lowest temperature rating 
and need not be reduced further, except 
in verv severe weather. 

'I'm-: HAi/i'iMoRK AM) oiiio I :.M l'l.()^ i;s maca/im 

It lias often Ix'cii ui-«;('(l that larger 
train loads sloW up the car niil('a<j;(\ 
That is not corrcH't to any extent. A 
Haltinion> cV: Oiiio ear is actually moving 
only eleven per c(»nt. of the time. It 
stands still eighty-nin(^ })er cent, of the 
time. Where is the gain to be made 
then — in quickening the eleven per cent, 
running time or the eighty-nine pc^r cent, 
.standing time? 

In eleven per cent, of the time a car 
actually moves twenty-eight miles per 
day and the movement averages about 
nine miles per hour. It takes, therefore, 
a little over three hours to make its 
<hi3^'s mileage. If the movement was 
slowed down ten per cent, by train 
load, we would lose eighteen minutes 
out of the car daily, or by quickening 
the movement t(^n per cent, we would 

gain eighteen minutes more use per car 
per d£iy. 

It should be borne in mind that car 
mih^age is lost when cars are standing 
stiir and not when they are moving, 
whether in large or small trains. 

If the twenty-one hours of standing 
time could be decreased ten per cent. >ve 
.could get two and one-tenth hours per 
day more use of the car on the road. If 
that could be turned into mileag(^ at the 
average rate, nineteen more miles per! 
car per day would be the result. 

Since the train load on the Baltimore 
ik Ohio System has been given special 
attention an advance has been made 
from a maximum of 500 revenue tons to 
a maximum of 697 revenue tons. The 
average for 1911 was 442; for 1912, 555; 
for 1913, 062 tons, approximately. 

Thirty-five Pensioners of Newark Division 
Organize Veterans' Association 

By C. C. Grimm 

Trainmaster, Newark Division 

AT THE request of superintendent 
^^ C. W. Gorsuch, thirty-five of the 
BSKSI fort3'-seven pensioners of the 
Newark Division assembled at Newark, 
Ohio, to have their photographs taken 
for the benefit of the readers of the 
Employes Magazine. 

The writer feels that this should be 
one of the most appreciated articles ever 
published in the Magazine, since it gives 
to each employe a photograph of a large 
number of splendid men, who, after 
having served the h^igth of time thc^ 
Company has permitted them to remain 
in the service, are now pensioned and 
placed on the Honor Roll. 

Each individual in the ])icture is well 
liked by. the thousand odd employes in 

active service on the Newark Division, 
and the majority of them are known by 
their first names or initials, and appre- 
ciate the friendship which the use of the- 
familiar name or initials bespeaks. ; 

When the photograj)h had been taken, 
upon the suggestion of Dr. S. C\ Priest- 
and E. L. Weisgerber. the v(>terans! 
adjourned to the Convention Hall of the^ 
Licking County Court House. After 
the usual introductory remarks, a motion 
was madc^ and unanimously carried that, 
a Veterans' A.ssociation, to whic^i all the 
employes who have been in the service 
twenty years or longer will be eligible, 
and similar to other Veteran Associations 
now in (existence at other j^oints on the 
Svstem, be organiz(Ml. 




K. L. \\ v\sgvr\)vi' was made teiiiporary 
chairman, and appointed Messrs. 
Longshore, Barrett, WyHe, White and 
Rannanburg a commit te(» of five on 
by-laws and arrangements to perjK'tuate 
the organization. The by-laws now in 
use on the Bahimore and Philadelphia 
Divisions were read, and, with a few 
changes, were considered appropriate for 
this division. The meeting was then 
adjourned to meet at 1.30 p. m., Januar\^ 
9th. in the same place, at which time it 
is desired that as many as possible of the 
twenty-3'ear men now^ in service either 
be present in person, or signify their 
desire to join by letter. 

Division superintendent Gorsuch, who 
had intended to attend this meeting in 
person, was unexpectedly called out of 
the city, but through his representative, 
assured the veterans present that the 
proposed organization had his hearty 
approval, and would receive everj^ assist- 
ance from him possible. He further 
stated that he wished to be considered 
an applicant for charter membership 
in the permanent organization. 

During the month of January, 1911, 
therefore, w-e hope to organize the banner 
Veteran Organization of the System, and 
an invitation is hereby extended to all 
employes who have been in the service 
for twenty years, from superintendent to 
section man, to send in or personally 
present their applications for member- 
ship at that time. 

A roll call was taken and the following 
pensioners and their occupations and 
length of service were recorded : 



Frank Fowler, Switchman 1S6(» 1003 

M. Ferell. Machinist 1SG4 1912 

Joe Avery, Car inspector 1871 1910 

L. H. Snoor, Brick mason 1886 191 1 

N. A. Weeklev, Material distrib'r. . 1865 1011 


John ( 'ool. 

J. McCrackcn. 
\Vm. Jewell. Williams 
K. M. Barrett. 
Jas. Cullnan, 
(i. I). Kuhii. 
( \ Tiniinons, 
S. P. Diilev. 
n. KillpatVick. 
W.ll. liruniHM-. 

A. P. Boner, 
J. A. Hvan. 
S. W. Higgs, 

B. Reilly, 
W. P. Evans. 
S. Mlnkewitz, 
Pat Harhart, 
J. B. (;orbv, 
H. H. Harns, 
H. MacMannus 
Con. Wvlie, 

A. B. White. 
Dr. S. C. Priest 
J.D. Xewliam, 
J. A. Wolcott, 
H.C. Longshore 
Franklin Frev. 





room 1873 1911 

Car repairman 1888 1911 

Bridge cari)enter. . . 1864 1900 

Pass, eondnctor. . . . 1865 1912 

Foreman tin shop. .1859 1900 

Storekeeper 1868 1908 

Boilermaker 1880 1904 Painter 1866 1913 

Machinist 1852 1907 

Machinist 1882 J909 

Machinist 1879 1912 

Boiler maker 1873 1907 

Boiler inspector. . . . 1878 1908 

Engineer 1864 1910 

Engineer 1863 1011 

Engineer 1860 1011 

Master mechanic. . . 1856 1907 

Switch tender 1869 1911 

Engineer 1868 1909 

Laborer 1869 1885 

Engineer 1868 1912 

Carpenter 1874 1907 

Engineer 1852 1912 

Yard conductor .... 1870 101 1 

Dairy Frt. Agent . . . 1873 1012 

Medical examiner . . 1880 1912 

Train dispatcher . . . 1883 1905 

Blacksmith helper.. 1893 1909 

Engineer .....1866 1910 

Carpenter foreman . 1873 1908 

The names of the thirty-five pensioners 
shown in the picture accompanying this 
article are viz.: 

Reading from left to right: 

Top row: Wm. P. Evans, John A. 
Ryan, E. :\I. Barrett, Joe Avery, S. P. 
l^uley, l^r. S. C. Priest, Newman A. 
Weekley, J. W. McCracken, Jas. Cullnan 
and John A. Walcott. 

Second row: A. B. White, Pat Harbart, 
L. H. Snoor, Con. Wylie, Wm. H. 
Williams, Frank Fowler, John Cool, 
Hugh Killpatrick and (ieorge D. Kuhn. 

Third row: Charles Timmons, Franklin 
Frey, Wm. H. Brunner, Barney Reilly, 
J. B. Gorby, S. W. Higgs, r>ed Rannan- 
burg and J. D. Xewham. 

Bottom row: Wm. Jewell, H. C. Long- 
shore, R. H. Harris, Robert McMannus, 
Samuel ^linkewitz, ^I. Ferell, E. L. 
W^isgerber and Adam P. Boner. 

**I have considered the pension list of the Republic as a roll of honor."— 

President Grover Cleieland in a special message to Congress, July 5, 1888. 

IRistQ nut, tuiih brlla, tn tl|^ tuiltt sky, 
3I1|0 flying rlDu&, tl?^ frosty Itgi;!: 
2ri|0 ypar fa dymg in tl|p nigl^t; 

iRing nut, uiilJi brlla, anJi l^t l^ittt Jlt?. 

^ing out tl|0 olJi, ring in tt^p n^ui, 

iSing, t?apfjy brUe, across tliP snoui: 
S;!^^ ypar is going, Ii?t l|im go; 

^ing out tly? falsp, ring in tly^ trup. 

^ing out tli^ grirf tl^at saps tl^p iniu&, 
iFor tl^oBP tl|at l?pr0 lue spp no morp; 
^ing out tlyp frub of rirly anti poor, 

IRing in r^Zirrss to all ntaukinft. 

iRiug out a slouilg t>ying causp, 

JVnJi anrirnt fornts of party strifie 
^ing in tl|p noblpr ntoiirs of lifp, 

Mttl; siucrtpr uiannrrs, purrr lauis. 

iRing out tUv uiant, tl?i* rarr, tlyr sin, 
^l}v faitl|l0sa rol&upss of tl7P timps; 
5Ring out, ring out nty mournful rl^yntrs, 

2iut ring ti}s^ fuller minstrel in. 

jRing out false pribr in plarp aixh blood, 
iLl}^ civic slan&rr anh ti}c spitr; 
Sling in tlie lour of trutl? and rigl?t, 

iRing in tl|P romtnon loue of gooJi. 

iRing out oih sl|aprs of foul Jiispasp; 

iRing out tl?? narrouting lust of golii; 

^ing out tl?p tl^ousanti uiara of old, 
iRing in tlyp tl|Ousan& years of peace. 

^ing in tlite ualiant ntan anti free, 

(ri|e larger l|eart, tl^e kindlier l|an&; 
iRing out tl?e darkness of tlye land, 

iRing in tl|e Clirtst tl|at is to be. 

— Tennysun 




The Mascot 

How Tom Brady, human derelict, saved Number 98 

By M. K. Chapman 

f^ KUKlXvS liurriL'd into the suix'riu- 
'^ tendent's office for the bell had 
W^ rung angrily. He found the 
superintendent pacing the floor, and with 
a much milder expression upon his face 
than he had anticipated. 

"I summoned you, Perkins,'' said the 
superior '*to tell you that hereafter I, 
myself, shall decide whether or not I am 
too busy to see any one who may inquire 
for me. Can't blame you much in this 
matter, however," he continued; ''for old 
Tom Brady is a disreputable looking 
fellow, and it isn't much wonder you ])oys 
turned him down. 

"If you have all yuur rt-porls made uj). 
sit down over there," pointing to the 
desk-chair, ''and I'll tell you something 
about this old Tom Brady that is worth 

Perkins subsided comfortably into the 
chair and replied: ''All the reports 
ready but one. and ^ I orris can finish 

' You remember," mused the super- 
intendent to the old clerk and familiar 
friend, "what a winter it was in '74? Xot 
.so cold as some of our winters in this lati- 
tude, but just a .succession of rain, freeze, 
and thaw. That kind of weather caused 
freight brakemen to lay off whenev(M' 
they had an excuse, so the trainmaster 
was compelled to lure some mighty green 
hands as extra men. 

■■\\('ll. tliis Tom Brady was one of tlif 
new ones and he certainly was about the 
limit— awkward, cross-eyed, gaunt, and 
always as full of liquor as he could be 
and still walk straight. 

"On the day the event I am going to 
tell you about happened, Seth Kean. the 
conductor on a through freight, was loaf- 
ing around the relay, expecting to be the 
next man called to go out, when he saw 
Tom Brady getting on the local, of which 
Mike Flynn was the conductor. 

'''Say, Mike,' called Seth. 'what's that 
on your caboose?' 

"'That's my hind brakeman. How do 
you like his looks?' grinned Mike. 

"'Holy smoke! I thought he was 
your mascot. Looks like' he could make 
any old hoodoo hold up its hands and 
croak. vSay, don't let him stay on the 
rear with that red shirt on; haven't got 
time to stop for that kind of a flag.' 

"'Get out; you're jealous. Tom's my 
funeral. So long,' jerked Mike, already 
on a run to his train. 

"Braking then wasn't the easy work 
that it is now. with all the niod<'rn air 
api)lian('es. Overhead work, running on 
cars and setting brakes in the dead of 
winter wasn't child's play by an\- means. 

"It was in January, regular zero 
weather, that old Tom made his long 
chalk-mark to the good; and I don't 
think anvthinir he has done since has 



quite erased it from the credit side of the 
balance sheet. I was night telegraph 
operator at a small station about fifty 
miles below here, and was stretched out 

wire. No matter how soundly I was 
sleeping, that call always awakened me, 
so I w^as able to answer the despatcher 


on the table, making up some of the sleep 
I had lost in the day, when I heard my 
station call ''M. M. M." come over the 

"'Flag Number 79 for orders,' came 
the message as soon as I responded 
' Ready. Copy order Number 36. Train 



Number 89. Frick, engineer, Flynn, con- 
ductor, will take siding at Clark's. Num- 
ber 97, Bolan, engineer. Kean, conductor, 
has right of way.' 

*'I wrote two copies of the order, 
seized my lantern, and went out to flag 
the freight in the old way. Hoth con- 
ductor and engineer had signed the 
orders, and were pleasantly engaged in 
abusing the dispatcher, when the door 
was slammed open, and Tom Brady 
rushed in breathlessly. 

'''Boys, the bridge over Black River 
went down just after our caboose got 
over. Anything coming?' 

'"Great God!' we all exclaimed. ^98 
at full steam.' 

"'Can't you catch her on the wire, 
Johnson?' to me. 

" ' No office open. She left Moran about 
ten minutes ago, and is due at the bridge in 
twenty minutes,' was my dismayed reply. 

"'No use standing here Uke a lot of 
gaping fools,' commanded Tom. 'Bring 
lanterns and come along.' 

"We followed him at our utmost speed 
the short distance that intervened; but 
one glance at the wreck of the bridge, 
with the rapid current underneath, in 
which floated blocks of ice and debris of 
the wreck, sounded the death-knell to all 
hope of saving the crew of the fast- 
coming freight. We searched our brains 
until we were exhausted, trying to think 
of any expedient that we might use; but 
both Frick and Flynn declared that we 
could do absoluteh' nothing from our 
side of the river to attract their atten- 
tion, on account of the curve in the ap- 
proach on the other side. 

'"Well, by God! Fm going to try,' 
said Tom Brady. 'Here, give me those 
lanterns. Put one on each shoulder. 
Now, Frick, you hold them. Quick, 
with your suspenders, boys, all three of 
you. Make a harness around these 

lanterns ami my head, .so that the 
lanterns can't move. Work, and don't 
ask questions,' he commanded angrily. 

"'Tighten this one on the left,' he 
continued. 'Now, they are steady. 
Good-by, boj^s. Fm going to the other 
side of this river.' 

"Before we could realize his intention, 
he had grasped some of the underpinning 
of the bridge and commenced to work 
his way down toward the water. We 
begged and pleaded with him to come 
back, yelled at him that he could do no 
good, that he would be killed by a piece 
of floating timber before he could go 
twenty feet from the shore; but on he 
went in the darkness, the two red lights 
in the lanterns looking like the eyes of 
some fabulous monster. We followed 
him down to the water's edge and there 
discovered what apparel he had found 
necessary to discard. 

"Out in the torrent of grinding ice and 
madly rushing water, we saw the two 
lights steadily approaching a pier. We 
saw him rest against this for a moment, 
and again begin his heroic struggle. He 
seemed to progress for a few minutes, 
then, to our horror, commenced going 
down with the current. Silent from 
terror, powerless to help, we saw the 
lights swept on and on, for what seemed 
to us, miles, then stop for a few minutes. 
I, who knew the river, with unspeakable 
relief, told the other anxious watchers 
that he had managed to land on a neck 
that extended into the river only two 
hundred yards below the bridge. 

"Straight out of that hell-bent stream, 
his clothes frozen, hands useless with 
cold, he forced himself along, reached the 
curve just in time to see the approaching 
train; then, with a last great effort, he 
swung and swung his head with its queer 
beacon-lights, till he dropped unconscious 
on the track. 


■*'Ye8, the engireer saw him m time, '''My God! Our mascot!' 

and stopped the train. When Seth "What became of him? Ah, that 

Kean, the conductor, came running up would spoil my story; for he was a man 


to see what was the matter, and learned 
of their escape from a terrible death, and 
saw the man who had saved them, his 
first words were: 

physically but not morally brave. Just 
remember, however, Perkins, when he 
calls on your superintendent, the latch- 
string is outside." 

Then, welcome each rebuff 

That turns earth's smoothness rough ; 

Each sting that bids nor sit nor stand but go! 

Be our joy three parts pain ! 

Strive, and hold cheap the strain ; 

Learn, nor account the pang; dare, never grudge the throe! 

From "Rabbi Ben Ezra" — Browning. 

Train Handling and the Braking of Passenger 
Trains from Practical Experience 

By C. E. Walsh, Engineer, Baltimore Division 


r is not {\\v man who knows vwvy 
port that the air ])ass(>s throiip;}i 
from the pump to the atmosj^liere 
who makes the most suecessful braker 
and handler of a passenger train, and 
who gives the greatest satisfaction to 
the traveling public. 

The most important requisites in nice 
train handling are: First, being a good 
judge of speed and distance; second, 
having confidence in yourself; and third, 
being able to refrain from using the 
brakes too soon after having made the 
first good test and knowing just how 
they are holding. You can then govern 
yourself accordingly and make a good 
smooth stop. Being a good judge of 
distance gives you this advantage — you 
can brake easily and just before your 
train stops, you can release and come to 
a standstill so smoothly that the pas- 
sengers will have to look out of the 
window to tell that they are not moving. 

Handle your train at all times as 
though you kncnv you had an official 
on the rear end. And remember that 
you are catering to a more critical, fault- 
finding class in the up-to-date, educated, 
general traveling public of today than 
you are when trying to please some 
official. In many instances the latter 
might understand the adverse conditions 
you are up against and give you the bene- 
fit of this knowledge, whereas the traveler 
will only know you did a bad job, and 
blame you accordingly. Knowing the 
circumstances, your official will re])riman(l 

you if _\'ou arc at fauh. He will know 
just what you have done, will call it to 
your attention, and in the future you 
will remember the j)()int and correct it. 
Hut to have a dissatisfied passenger pass 
by and look as though he would like to 
eat you, does not augur well for his 
oi)inion of >()u or yoiu* railroad. Further- 
more he might be a friend of some 
official in high authority, and the first 
time he sees him will say : 

"I rode on one of your trains the other 
day and nearly got knocked down b\' 
the rough way in which it was handled 
by the engineer. Where did you get 
such careless employes?" 

Now you know how that official will 
feel, and you are due to "get yours." 
Would it not })e better if that friend 
said on meeting the official: 

''I came down on one of your trains 
the otluT day. The engineer handled it 
in great shaj)e. I never felt a jar, had a 
fine night's rest and a ])leasant trip all 
around. " 

That official will be mighty well pleased 
with you when he hears such words of 
]:)raise from the traveling public. To 
create such an impression should be the 
aim of every man in the service. It will 
advance the Road in the public's esti- 
mation and attract business, and what is 
the Road's best interest is yours also. 
As the Com])any prospers, so your chances 
improve; but if you do your work in a 
slip-shod manner, it will drive away 
l)usiness and you will suffer accordiiifrly. 




Try by your work to give the same 
impression given a drummer by the 
engineer of a certain road. The drum- 
mer had traveled for years on a standard 
trunk line, but after the opening of a 
competing line for passenger service, 
decided to try the new route. As his 
train was nearing a terminal point, the 
porter made up his berth and he went 
to bed. Immediately afterward the 
train was held up by a bad wreck and was 
backed on to a siding, and laid there all 
night. In the morning, when the drum- 
mer was washing, he said to the porter: 

''Say, porter, that was the finest 
night's rest I ever had 
on a train, and I have 
traveled all over the 
country too. That en- 
gineer is a cracker- 
jack — he never gave 
us a jar all night. He 
is the best ever. '' 

''Lawd, Boss," re- 
plied the porter, "dis 
train has been stand- 
in' still evah since you 
went to bed!" 

That is the praise 
we should strive for — 
not as that engineer 
got it with the train 
standing still, but under any and all con- 
ditions. Comment of this character is 
what attracts business to the Road be- 
cause traveling men advertise it widely 
throughout the country. 

It should be the duty of every em- 
ploye to improve in his calling. Especially 
is this true of the engineer, who carries 
most of the burden of omission and com- 
mission from whatever source on his 
shoulders, and to whom all operating 
officials turn an eye when anything un- 
usual occurs. He must be reliable, steady, 
sober, a quick thinker, able to rise to any 

comfortable to 


and all emergencies at a moment's notice, 
cool headed and clear minded, in order 
to handle a high speed train success- 
fully and give satisfaction to the travel- 
ing public in this age of rapid travel. 
We cannot afford to say, "The public 

be d , " as was said some years 

ago by a very prominent official. Nor 
can any one of us afford not to do our 
part of the work in a thoroughly 
conscientious manner if we are to make 
the old Baltimore & Ohio the "only" 
Road, advertised by the traveling 
public as the safest, best and most 
travel on. 

Some years back on 
one of our variety 
stages, one actor said 
to the other: 

"I want to get to 
Chicago the worst kind 
of way. " 

Whereupon his pal 
looked at him a min- 
ute and said: 

"Well, take the 
Baltimore & Ohio." 

We don't want that 
kind of advertising, 
and with every engi- 
neer doing his part in 
a thoroughly consci- 
entious manner, I am sure we will not 
have to have it. Incidentally, you do 
not hear such "knocks" today where our 
splendid service is at all well known. 

Any employe who read Mr. Willard's 
address at Deer Park, who does not feel 
that he is a part and parcel of this great 
organization and who would not make 
a determined effort to improve and take 
pride in his work, is beyond my com- 

I have traveled over a great part of 
this country and have always been 
interested in the handling of trains. 




And I can conscientiously say from 
the experience gained on these trii)s, 
that, taken collectively, our ])assen<2;(>r 
engineers compan^ favoralily with and 
usually excel in nice train l)rakin«2; 
most of th()S(^ behind whom I ha\'e 

Today, we liave new masters to serve 
in a most critical traveling public and in 
a sj'stem of wide-seeing governmental 
supervision. This means additional re- 
sponsibility for every one of us. We 
have big, bright, brainy officials wdio are 
thoroughly capable of handling the 
operation of the Road successfully, and 

of meeting the adde<l hardshi|)s of having 
to conform to the many laws set into 
oj)eration under the authoiit\' of the 
government. In my ()])inion w(» of the 
l^altimoi'e tV: Ohio ha\'e ne\'er had such 
eflicient operation, such si)len(lid (Ujuij)- 
ment and such ])r()mise for the future 
as we hav(* now. Dui'ing the last three 
years great strides have been made 
toward making our Koad the best in the 
country. Continued success depends 
very largely upon the skill and loyalty 
of us engineers. Let us make our part 
of the work the standard of (efficiency 
for i\w whole svstem. 

Conservation in the Distribution of Adver 

tising Literature 

By W. E. Lowes 

Assistant General Passenger Agent 


THERE is nuich waste of material 
__^ in the various departments of a 
^^^1 railroad, which could be entirely 
obviated by a little thoughtfulness on the 
part of employes. One of the most ex- 
pensive wastes is that of stationery, and 
many have been the appeals from the 
general office, asking for more coopera- 
tion from the various clerical depart- 
ments to assist in stopping it. 

Another big waste which could be 
corrected in a very great measure by a 
little care on the part of ticket agents 
is in the distribution of folders and 
advertising matter. 

While it is intended that advertising 
matter should be given to the public 
gratuitously, it should not be thrown 
away. Thousands of dollars worth of 
advertising matter .is wasted annually 
through careless distribution. 

In Europe, time tai:»les are sold and 
not distributed gratuitously, either to 
the public or the traveler who has 
bought his ticket. In America, under 
the pressure of competition, expensive 
advertising literature is not only given 
away but much is actually thrown away 
without accomplishing the results for 
which it is printed. 

Because this advertising matter is 
free, many railroad representatives have 
the impression that as soon as a supply 
is received it must be distributed as 
quickly as possible, too often without 
a definite purpose in view. 

The Baltimore & Ohio issues about 
twenty different forms of time tables 
for public use. The large general folder 
which contains complete information in 
regard to all trains, costs about a cent 
and a half a copy. The other less ex- 



pensive folders, containing information 
for local territories, are issued to curtail 
the use of the general folder. A pas- 
senger travehng a hundred miles or less 
has no actual need of the big folder/ but 
it is often handed to him b}^ the ticket 
agent and is eventually thrown away 
because of its size. This is a waste 
that can be immediately checked by the 
ticket agent if he is so disposed. 

Every agent is posted in advance as 
to when important changes of time will 
take place. If the changes are of such 
a nature as to make all previous Issues 
of folders void, agents are so instructed, 
and old folders left on their hands should 
be destroyed. Regular editions of folders 
are issued each month. Sometimes they 
contain changes of not sufficient im- 
portance to make void the preceding 
issue. In such cases, when the previous 

editions are destroyed, it means another 
unnecessary waste. 

If a passenger buying his ticket asks 
for a folder, the ticket agent should be 
governed by the passenger's destination 
as to what folder to give him; but if the 
passenger particularly requests a large 
folder it should be given to him without 

A direct appeal to ticket agents and 
representatives to be conservative in 
the distribution of advertising matter 
has never been made for fear some ticket 
agent would take too radical a view of 
the request and thereby offend a pros- 
pective passenger. But the waste is 
very large, and the passenger department 
most earnest^ requests the cooperation 
of ticket agents in the conservative 
distribution of time tables and other 
forms of advertising matter. 

How a Few Words Secured Some Business 
for the Baltimore & Ohio 

\M Y uncle and aunt from Memphis, 
^ ^ ^ Tenn., visited us recently, and it 
^^^J was part of their program to take 
my mother and father to Buffalo, Niagara 
Falls, Cleveland, Canada and New Castle. 
Knowing that I was in the railroad 
business, my uncle asked me to go to 
town with him to select a road over which 
to travel. At his suggestion, we first 
went to the office of a competing road, 
and he was much pleased with the trip 
they offered, but was not entirely 
satisfied. The thought then came to 
me ''speak for the Baltimore & Ohio," 
and as a result the four tickets were 
bought in one of our offices. 

As the trip extended over other roads, 
I do not know whether our proportion 
of the revenue was large or small. 

However, the occurrence illustrates the 
thought that the Company is trjdng to 
impress upon all employes, namely, 
that each one of us can become r,p. 
effective soliciting agent and secure 
valuable business. The value of the 
individual amounts of revenue which Ave 
deflect into the treasury of the Company 
in this way may not be large, but the 
aggregate will by no means be insignifi- 
cant. A campaign of this sort, if pushed 
vigorously and unitedly by all employes, 
will eventually assume large proportions. 
I might add that if an opportunity 
like the above outlined ever presented 
itself to me again, I think that I would 
try to direct the ticket buyer to the office 
of the Baltimore & Ohio first. — Walter 
Dyer MacEwen, Glyndon, Md. 



Time and Tide 
Wait for No Man 

By Thomas N. Miranda 


WELL! Well! Just a little whil(> 
__ ago we were watching the melon 
S^^ cars whiz by, and with watering 
mouths hungered for a bite of the 
delicious red fruit. And here we are 
again, so soon — too soon for most of us — 
right on the threshold of the new year. 

What have we been doing with our 
sjiare time — preparing ourselves for 
greater responsibilities? Or, have we 
])een j^lacing no value u])on the precious 
liours we have l)etween l)usiness and bed 

Waste not your time, young fellows! 
If you anticipate doing something big, 
then today is the time to act. Tomorrow 
may never dawn, and it is much less 
certain to dawn for those who have no 
work to do, than for those who must live 
to realize the destinies th(\v have set for 

Not very long ago I visited the office 
of the yardmaster in a busy terminal of 
one of our eastern towns, to sit awhile and 
chat with the hopeful young lads who can 
generally be found doing night work. 
Seated at a desk and munching his lunch 
was a young fellow who I afterwards 
learned was the "Caller." Before him 
was spread the lesson sheets from a- well 
known correspondence school. He was 

studying to become an engineer. During 
our chat, I asked him: 

"Do you ever expect to become an engi- 
neer through your correspondence course?" 

"W^hy not?" he questioned me in 
reply. ''I believe that I can become 
what I aim to be, if I put my heart into 
it and work.'^ 

"But," I said, "suppose you become 
tired and your lessons become tedious, 
what then?" 

"Why suppose?" he said. "There is 
no supposing about this matter. I have 
invested my money and sacrificed nnich 
to take up the study. I am bound to 
continue or lose what I have invested. 
That I don't propose to do. This office 
has several such fellows. They are 
always supposing so and so and crying 
'wolf! wolf! the wolf is coming!' It i< my 
intention to profit by their errors. I am 
building my backbone without their pes- 
simism. Don't worr\' about me. talk to 

So I have followed his advice and I am 
talking to you, for perhaps some who 
read need to be reminded of the fact that 
"time flies." 

You can place your money upon that 
young fellow. He is a sure winner. 
He is the type that is bound not to fail. 


He wants to tackle big jobs and he is 
going to get the opportunity, too. 
How do I know? Why, because he is 
going after them right now. He has 
learned through his constant association 
with enginemen the necessity of being pro- 
perl}^ equipped before going on a long run. 

Think it over — you fellows who are 
spending not only j^our money, but all 
3^our spare time (which is far more 
valuable), in the dance halls, around pool 
or billiard tables, at the theatre or 
possibly reading trashy novels. There 
never was a time in the history of this 
nation when young men with grit and 
courage were offered such wonderful 
opportunities to become great men. 
The country is calling for big men. The 
big positions are hungry for men to fill 
them. But unless you prepare yourself 
to fill them, you may be sure that you 
will never have the opportunity. 

The country is full of reliable schools 
which teach every branch of railroad 
work to young men. And the fellows 
who seize such opportunities are the 
material from which railroad presidents, 
general managers and superintendents 
will be chosen. 

'Time flies!" And just as it carries 
many on to oblivion, just so it carries 
the chosen few on to greater fields of 
usefulness in the land of Success. 

Start right in now crediting yourself with 
all the loose change you can. Soon you'll 
have a sufficient amount to do a little 
repair work. When you get the repairs 
made, that is, when you are in proper 
shape, start in on equipment renewals. 
Discard the non-essentials which befog 
your brain and renew it with the qualities 
which make for 100 per cent, efficiency. 
If you do that you will soon be numbered 
with that present small minority of men 
who have car fare and lunch money up 
to the very day before pay day. 

Don't keep one eye on the desk and one 
on the clock ; don't spend several minutes 
daily talking over the Company's tele- 
phone with some one who is anxious to 
help you spend your money and is 
seldom ready to give you good counsel and 
help you to see ahead. Hindsight we 
all have. But the blessed gift of fore- 
sight is reserved for a few. Those who 
have foresight are not caring a rap when 
the chief clerk has his eyes upon them. 
They know that nothing is troubling 
him in so far as they are concerned. If 
he sees them at all, he is probably wishing 
he could increase their pay and he does so 
by promoting them to the first vacancy, 
paying a larger salary. If they find he is 
eyeing them, they blush with pride. 
They know that they are making a favor- 
able impression. Whenever you get the 
chief clerk into the habit of watching 
you, it is a safe bet that he has discovered 
something worth while in you. If you 
are a machine, making no effort to better 
your condition, he is not at all likely to 
give you a thought. In fact he hardly 
knows you are in the office, or if he does, 
it is because your routine manner of 
clearing off your desk before it is time to 
go home, assures him that you are doing 
just what the Company pays you for, 
and further assures him that it is not 
likely ever to pay you more. If your 
work had not been done, you would have 
probably been asked to seek employment 
elsewhere. The fact that you stick to 
your position is no guarantee that you 
have ability. If you stay there too long, 
it is evidence of your lack of ability. 

Change often means progress, not 
always. It does not in the case of a man 
who is constantly changing positions, 
unless he is an exceptional man and is 
being constantly promoted. A fairly 
good man, one that we can rely upon 
at all times, is a fellow who knows about 

TUK n\\:V\Mi)HK AM) Olllo 1 :.M l'L( )\ i;s MACAZIXl': 


the work required at every desk in the 
office and is able to take hold of any task 
therein. But he is steady, evcMi in 
promotion. Few changes are worth while 
if a salary advance does not go with them. 
If you are worthy of promotion you are 
worthy of increased pay. "^loney 
talks," to be sure, but about all it ever 
says to a great many clerks is, ''take me 
to the cabaret.'^ 

You have had, I hope, a Merry Christ- 
mas and good start towards a Happy New 
Year. Now buckle down to hard work! 
Put your ''nose to the 
grindstone" and with 
faith in 3'our ability 
and a firm purpose 
to grow bigger con- 
stantly, determine to 
become an invalu- 
able asset to the 

And. with hojx' eternal, Ix'gin 
to prepare yourself for the boss's job. 
He isn't worrying about you if you are 
climbing. He will ])r()bably have a 
bigger job himself soon, and will l)e 
looking for just such a fellow as you can 
make yourself for his old one. He will 
be ready to deliver the goods to ycni if 
you can handle them. 

Shakespeare said, ''Time and tide wait 
for no man." So spread your steps out 
at full length, show a good shadow, and 
take up all the room 
you can fill. If your 
feet are on a good 
foundation you won't 
have to ])udge for 
anyone. And remem- 
ber, it is a fine thing 
to make yo\irself 
needed ! 

BOOST! Don't knock! Complaints, when made to those who 
can remed>' something that needs remedy, are all right. 
They help! But knocking helps nobody, least of all the man who 
does the knocking. 

A 4-year old child can smash in two minutes a watch which it 
takes a man a week to make. A knocker can upset the plans of 
a better man than himself. But it gets him nothing. 

Boost the compam' a bit. You get your living from it! 

Boost 3'our boss once in a while. You may be a boss yourself 
some day! 

Boost 3'our fellow employe occasionall\'. Who knows when 
you ma}' need his help! 

Help along! Knockers usually hammer their own fingers! 

Think it over. — from Xew }ork State Railicays Utica-Syracuse Lines. 

Reorganization of General Safety Committee 


Baltimore, Md., January 1st, 1914. 

Effective this date the General Safety Committee is reorganized, and the scope 
of its work extended for the purpose of more effectively handling this important work 
and to more thoroughly investigate methods, practices and conditions involving: 


Injuries to Persons, 
Damage to Property, 
Train Accidents, 
the particular object being to prevent deaths, injuries, sickness and other occurrences 
having a bearing on the welfare and safety of passengers and employes of this Company 
and also to afford protection to the Company's property. 

Mr. J. G. Pangborn is appointed Chairman of the General Safety Committee, 
reporting to this office, with the following as members of the Committee representing 
the various departments: 

Mr. E. R. ScoviLLE, Transportation Department. 
]Mr. John Hair, Motive Power Department. 
Mr. Wm. McC. Bond, Maintenance of Way Department. 
Mr. J. T. Campbell, Stations and Traffic. 
Dr. E. M. Parlett, Relief Department, Sanitation. 

Mr. B. C. Craig (formerly Interstate Commerce Commission Inspector), 
Safety Appliances. 
The members of this Committe are relieved of all duties other than those in con- 
nection with the Committee work. 

Acting in conjunction with the General Safety Committee as an advisory com- 
mittee are — 

Mr. A. Hunter Boyd, Jr., of the Law Department. 
Mr. J. W. Coon, of the Operating Department. 
Dr. J. F. Tearney, of the Relief Department. 
The Chairman of the General Safety Committee will designate for each division 
one day of each month, which will be known as Divisional Safety Day, at which time an 
inspection of terminals, yards, shops, stations, freight houses, etc., will be made, fol- 
lowed by a joint meeting of the General and Divisional Safety Committees. The day 
of the week so selected will be the same for the succeeding months, to enable the 
division officers and others in interest to arrange to be present at the conferences, 
inspections and meetings. 

The ''SAFETY FIRST" movement is of mutual interest to the employes and 
the Company, and by concerted efforts of officers and employes, results of the greatest 
moment may be accomplished. In this manner it is felt the public will be impressed 
with a stronger feeling of confidence in the Baltimore and Ohio service, and the results 
will justify serious thought and untiring diligence in safety matters on the part of 
every employe. 

Approved: Third Vice-President. 




First International Exposition of 
Safety and Sanitation 

Baltimore and Ohio Exhibit Wins a Grand Prize 



That is a highly interesting exhibition of safety appliances at the Gmnd Central I'alace It is 
creditable at once to the ingenuity and the benevolence of American inventors. A survey of it 
would almost suggest the entire elimination of (ianger from the ordinary activities of life. 

Yet not one of those many devices is worth a row of pins unless it is properly applied anfl 
properly used. All the exhibitions and museums in the woi Id will not prevent one accident. A 
fire escape is of no value if it is used as a storage rack A door of escape is useless if it is locked or 
barred. The best railroad signals are of no avail if engineers ignore them. And the fact is that 
with all these splendid devices on review we have manj- more fires and railroad accidents and 
the like tlian any other comparable country. 

It is well to invent such things and to exhibit them. But the es.sential thing, after all, is to 
have them applied and used in an efficient manner. Perhaps this '•eminder of their existence will 
quicken zeal and strengthen resolution to have them employed so as to efTect their intended 
purpose. — Xew York Tribune. 

A LL the cxhihitioiis and niusoviiiis 
*^ in the world will not prcvcMit one 
BSS^ accident.'' 

So states the writer of the above 
editorial in the New York Tribune — 
and we mi(2;ht ]:)oint out as an even more 
significant pliase of the Safety problem, 
that all the applying of the appliances 
intended to promote safety, all the rules 
issued in an effort to cut down accidents 
and mortality, all the bulletins published 
to show the causes of injuries and how 
to avoid them, and in fact all the theoreti- 
cal and practical work done by the many 
agencies earnestly trying to conserve 
human life will count for little, unless 
there is a hearty response and coopera- 
tion manifested on the part of the people 
for whom this work is being done. 

You can pass laws which make it a 
crime to block fire escapes ^\^th rubbish — 
yet some ignorant, careless or greedy 
Ix?rson will pile up- on them highly 
inflammable material, readv to catch the 

first Hying spark; and a\'('nal or indit^crent 
inspector will condone tlie offense. 

You can warn the patrons of trans- 
portation lines that spitting on the floor 
is a misdemeanor punishable by fine and 
imprisonment — 3'et you often see this 
offense committed with impunity by 
your fellow travelers. 

You can emphasize in letters a foot 
high the danger of trespassing on railroad 
tracks, and find many intelligent people 
who seem to take a positive pleasure in 
walking the ties and assuming the 
inevitable risk this practice entails. 

Finally, you can argue, order, and 
plead with a veteran railroad man in an 
eff"ort to have liiin cut out dangerous 
])ractices; you can show hini how hi> 
fellows are being niaiineil and killed l»y 
the very actions which lie has lu'cn 
performing for years, and continues to 
perform, rules to the contrary notwith- 
standing: you can make as clear as day- 
light to him that the safe way is the best 



I— I 


-< 2 







H Q 

o ^ 





Tin: liAi/riMoiti-: and oiiio l;.Mn.()^I;s macazim 

wiiy always; yet hv will persist in taking 
a chance and reap his disastrous reward. 


Habit? Yes. Example? Yes. Care- 
lessness? Yes. The gambling instinct? 
Yes. These and many other attributes 
of human nature are the answer to 
the persistent disregard whicli we pay to 
common sense Safety laws. 

But look for a 

pronoiuiceinents of resi)()nsil)le railroad 
officials lik(^ that of our own Mr. W'illard: 
"Safety is of first imi)ortanee in the opera- 
tion of a railroad." What, to be specific, 
(hd he think of the splendid exhibit of 
the Baltimore (t Ohio Railroad, if it Wiis 
not that we are adoi)tin<r every i)roven 
device whicli will promote ''Safety," 
just as fast as our resources permit? 

Did he see the 

minute at the 
other side of the 
question. And 
here we see a 
brighter picture 
of the problem. 

Our writ(^r 
headlines— ''Who 
Will Apply the 
Appliances ? " 
Surely his must 
have been a cur- 
sory review of 
the Safety exhi- 
bition, for his 
question was 
answered l)y 
nearly every in- 
dividual exhibit. 

Did he not 
learn from the 
display of the 
United States 
Steel Corpora- 
tion that they are 
spending liter- 
ally millions in 

the applying of appliances? Did he not 
see in the booth of every railroad com- 
pany models of devices which, so far as 
mechanical genius can, make safe the 
occupations of their employes and the 
lives and property- of their patrons. 

What of the illustrated lectures on 
"Safet}'" which could \)v examined in 
half a dozen exhibits'.^ What of the 

Chairman of the new General Safetv Committee 

automatic speed 
indicator and 
recorder which 
was in operation 
in our ])()()th? 
Or the pictures 
of our new steel 
trains, or the 
showing how we 
are making un- 
safe bridges safe, 
and replacing 
equi lament of 
q uest iona ble 
value with the 
most apjiroved 
devices for safe 
handling? So 
e\ident is the 
value of all of 
these features of 
our safety work, 
so inevitable the 
progress which 
must accompany 
their adoi)tion, 
that surely it may be said of them that 
''he who runs may read." And if our 
writer had taken the trouble to investi- 
gate what has already been accomplished 
by the safety ]:)ropaganda on the Balti- 
more & Ohio alone, he would have found 
some figures which would have been 
enheartenini^ indeed. l^)r instance, does 
it not strike vou a< si«j:nificant that twent\'- 


six fewer employes were fatally hurt on 
the Baltimore & Ohio during the first ten 
months of 1913 than during the same 
period in 1912 — notwithstanding the fact 
that we had a considerably larger number 
of men working in 1913 than in 1912? 

Broadly speaking, it was an inspiration 
to attend this exhibition, "a survey of 
which would almost suggest," as the 
Tribune puts it, '^the entire elimination 
of danger from the ordinary activities of 
life." To attempt to describe the many 
wonderful devices shown would take 
pages. It seemed that everything which 
could possibly contribute to the con- 
servation of human life was there. And 
besides the exhibits themselves, there were 
literally tons of reading matter distribu- 
ted to whomever wanted it — articles on 
safety, illustrations of appliances, and 
advertising matter without end. 

Perhaps the most significant feature 
of the show was the attendance of 
thousands of school children. They came 
trooping in in classes and accompanied 
by their teachers. Nine out of every ten 
were of foreign parentage — mostly the 
olive cheeked, dark eyed children of the 
Slavs or the Italians. Many of them were 
bespectacled; all were studious, curious, 
and intent to take away from the show 
whatever it had to offer them. Think 
you that these intelligent youngsters 
could spend an hour at the exhibition 
without absorbing some information and 

advice which will be conducive to their 
own safety and that of their playmates, 
their brothers and sisters? Think you 
they can carry into their homes the 
reading matter they took away with them 
in armfulls without some good seed 
falling on fertile ground? 

It is conceded by all reformers that 
education is the solution of great economic 
and social problems like that of ' 'Safety." 
Here is education of the most funda- 
mental and valuable nature, education 
which will tend to conserve human life. 
This, next to its moral fibre, is the most 
valuable resource of any people. To 
the men in hazardous pursuits, whose 
habits of life through association and 
years of service, are well moulded, the 
safety propaganda often naturally ap- 
peals in only an indifferent way. 
''Safety" will not impress as effectively 
adults of the present day, whose early 
training was gained in an age of the 
greatest individualism, and whose opin- 
ions of life and great social movements 
are already largely formed, as it will 
the youth and children of the land. It 
is to the latter we must look for the 
propagating of the seeds we are trying 
to sow in this important campaign. 
And if we do our work well, if we co- 
operate whole-heartedly in this vital 
movement, five years will show progress 
which only the most confirmed optimist 
would now venture to predict. 

Man Failure 

The engine may fail and the track may wear, 
There are metal and tools to remake and repair; 
The target may break and the switch go wrong, 
But a bolt and a blow will help them along; 
When men fail the system is crippled all 

through — 
Man Failure, that's where the doom points at you ! 

Ties may wear out and tie-bolts may rust, 
That is a matter repair gangs adjust: 
Pistons may rattle and valves spring a leak, 
The doom of the system's when men have 
grown weak, 

When men fail to answer with thoroughness 
keen — 

Man Failure, that's where you lose the ma- 

As the strength of the chain is the strength 

of each link, 
You cannot move earth if the men fail to think, 
If the men fail to measure each moment of life 
Right up to the keenest demand of the strife; 
If men fail to master with soul and with brain — 
Man Failure, that's where you throw of!" 

the train. — Baltimore Sun. 

Essay Which Received Honorable Mention 
in Prize Contest for Ticket Sellers 

By H. J. Hacker 
Ticket Agent, Weston, W. Va. 

UKKT him with a smile and a 
> ^^ i pleasant "howdy-do." Show him 
.?^Sft^ that his eall is greatly ap})r(H'iate(l, 
and that you are pleased at having a 

chance to serve him. 

Show him that you are 
very nmch interested in 
his trip, and anxious that 
h(^ get the best service for 
his money. Answer all 
his questions as if it were 
the pleasure it should be. 
If some of his inquiries 
appear foolish and un- 
necessary, don't make fun 
of them or become dis- 
gruntled, but answer 
them ('ourteousl3^ All 
people are not used to 
traveling and some know 
but little about it. lU^member that it 
is your business. 

Tell him the advantages of your road, 
l)ut do so without "knocking" the other 
roads. If he tells you of some advan- 
tage another road has over yours, admit 
it. if its true. But tell him something 
about your road which more than makes 
up for it. (live him the rates and time 
of trains and connections. Size him uj) 
and suggest a good itinerarv for him. 

11. J. HACKER 

If a Pullman is wanted, ask him to let 
you make the ])r()per reservation. 

If still undecidcMl after his first call, 
don't give up, l)ut ask him to call again. 
Better still, get his ad- 
dress and call on him. 
if possible, and make him 
think that you do this 
for his benc^fit and not 
your own. 

If the prospect is not 
used to travel and is 
afraid to start alone, 
assure him there is notli- 
ing to fear, that the 
conductors and station 
agents will see that he 
gets the right trains and 
accommodations. If he 
is afraid of wrecks or acci- 
dents. exj)lain to him that your road's 
motto is ''SAFETY FIRST," and has 
been for years. Tell him also, if the subject 
of "Saf(>ty" comes u]). that not a single 
])assenger has been fatally injured in train 
wreck on the l-Jaltimore and Ohio in the 
last six years. 

AH this will be for you if you have 
the interest of your company at heart. 
And this is the first (]ualificati()n if you 
are to IxM'ome a successful tickc^t agent. 


>HE MAN who wrote the verse about the 
fellow "who built a house by the side of 
the road and was a friend to man," evi- 
dently had in mind the flagman. And 
although this phrase has been used until 
it is almost as tawdry as the service stripe of an employe 
saving the cost of a new uniform, perhaps this railroad 
application will give it fresh meaning. 

That little house of the switch-tender's is a real home 
for him who lives in it by day. He may hail from the 
"Ould Sod," and have only such conversational facili- 
ties as his limited opportunities have afforded. But 
his sleeve is well filled by an arm hardened by labor 
on the right-of-way. Indeed one sleeve may dangle at 
his side, or be tucked empty into a pocket. This is the 
decoration of honor that he received while pulling some 
other from danger. 

Sometimes to save a life means just a touch and 
a "Be careful, Sorr!" At another time it may mean 
the giving up of a life in a dash up the track to save 
a child. 

Honor to the old flagman, even if his face at times 
is unresponsive. Here's a "Good Morning" to him for 
what he has done to keep his crossing free from danger 
to the passers-by. "He lives by the side of the road and 
is a friend to man." 

Consolidation Coal Company 


Railway Sanitation 

A Subject of Momentous Importance to the Railroad, 
the Public and the Employe 

By Dr. Edgar T. Parlett 

Member General Safety Committee 

(This is the first of a series of articles which will be written by Dr. Parlett for the Employes 
Magazine. Literally millions of dollars are being spent annually by the railroads and industrial 
corporations of the countrj^ in the promotion of hygienic conditions in their properties, and it is hope<l 
that the information disseminated through these articles will produce active and re.sultful cooperation 
on the part of our employes. 

The best modern proof of the value of sanitation is the Panama Canal. Under the regime of the 
French company which originally undertook the building of the Canal, the project was a failure, but 
our government has successfully completed this greatest engineering achievement in history. And as 
Dr. Parlett suggests, in the opinion of competent authorities, the difference between success and failure 
can be attributed to poor sanitation under the French control, and the comparatively perfect sanitation 
under our control. 

These articles will contain information and suggestions which will be of great value to our em- 
ployes not only in their railroad work, but also in their activities outside of business, and it is hoped 
that they will be carefully read.— Ed.) 

^ AXITATION has to do in the 

^^ I main with the promotion of 

^^1 health through and by means of 
measures and acts which have for their 
object perfect conditions of cleanhness, 
and protection from disease through the 
wholesomeness and hoalthfulness of our 

Sanitation means health by means of 
disease prevention. Hygiene has to do 
more specifically with the promotion of 
health through measures which promote 
physical or bodily cleanliness, and I 
might add, moral cleanliness as well. 

Everyone ought to keep in touch with 
and have a working knowledge of the 
developments of the science of hygiene 
and sanitation. 

Some of the principles of sanitation 
have been known and practiced man\' 
centuries. The inhabitants of Pompeii 
and Rome and Asia and Africa observed 

and cultivated bodily cleanliness and 
sanitary engineering in ancient times. 

Scientists of this day and age have been 
so devoted to the study of this subject, 
spurred on by the rapid strides during 
the past quarter of a century in that 
branch of medicine known as Bacteri- 
ology, that never before in the history of 
the world has there been sho\vn such 
interest and zeal in the subject of sani- 
tation by all the civilized nations, by rail- 
roads, industrial concerns, municipali- 
ties and the pu])lic at large. 

The monumental achievements in the 
sanitation of the Canal Zone by the 
United States Government (every tie in 
the road bed under French administra- 
tion was said to represent a human life 
forfeited), and in Porto Rico and the 
Philippines, is sufficient evidence of 
national sanitary efficiency to bear out 
the al)()ve statement. 




Indeed, the scope of public health 
work has become so broadened and di- 
versified in the past ten or fifteen years, 
its influence so potent and its great good 
so manifest through the large number 
of lives annually saved by means of child 
welfare work, the inspection of schools 
and school children, the study of abnor- 
malities and defects of the housing, 
ventilation and plumbing problems, food 
inspection and the activities of visiting 
nurses, inspectors, etc., that it is difficult 
to summarize or do proper justice to the 
almost incredible amount of good work 
the public health departments are doing. 

It is the desire of the railroad, in so far 
as it is able, to do relatively as good work 
and to accomplish as much among its 
employes and the passengers entrusted 
to its care. In doing so, it needs the 
assistance and intelligent cooperation of 
each employe and passenger associated 
with it. All of us must be keenly alive 
to the subject and the expectations 
demanded for our own welfare and that 
of the public at large. 

At times it is doubtless difficult to 
understand the reason for certain rules 
and laws promulgated by the Company 
and health officials. That most of them 
are based on sound principles of sanitary 
science backed by facts, you may be 
assured. Let me explain briefly: 

Most of our diseases arising from un- 
sanitary conditions are caused by bac- 
teria. Bacteria, or germs, are similar 
to the cells of the animal body. The 
fault of their presence and prevalence is 
ours, and by ignoring them, or actually 
inviting them through unsanitary meas- 
ures, they gain access to the body, and, 
once there, by their ill effects upon 
vitality, cause disease and death. 

The products thrown off by bacteria 
after having gained access to the body 
are responsible for many of the diseases 

familiar to everyone, several of which 
are: typhoid - fever, consumption, influ- 
enza, pneumonia, tonsihtis, small pox, 
scarlet fever, diphtheria, whooping cough, 
etc. These disease germs are trans- 
mitted from one person to another by 
direct contact with a person suffering 
from disease, or through the medium of 
dust, principall}^ the dust of buildings, 
and also by sneezing, coughing, expec- 
torating, also from clothes, materials, 
etc., and from the body discharges. 
Without a preexisting case, transmission 
of germs to another is impossible. 

Unsanitary conditions of the sur- 
roundings of depots, of shops, road beds 
and cars — from dust contaminated with 
spit and discharges of body, filthy floors, 
walls and furnishings, dirty urinals, foul 
toilets, soiled towels, contaminated cups 
and glasses, lack of cleanliness of the 
surroundings generally, absence of sun- 
light and pure air, poor ventilation, 
improper drainage, stagnant pools of 
water, dampness of the soil, smoky 
atmosphere, fumes and gases, contam- 
inated foods, etc., are direct factors in 
the spread of disease. 

Many persons who harbor germs of 
mild potency, pass them on to others in 
whom a severe type of the disease may 
result; there are a number of reasons to 
explain this. 

On general principles, it might be said 
that the germs growing and thriving on 
the mucous membranes of the respiratory 
and intestinal tracts, are those which 
chiefly interest us, and are those to be 
most dreaded. 

These germs are passed from the bodj^of 
persons suffering from any of these diseases 
— whether they have these diseases in a mild 
or severe form, mingled with discharges 
at stool or by sneezing, coughing, etc., as 
has been explained. The germs are then 
either inhaled or swallowed bv others. 



When we inhale the germs, naturall}' 
they arc air-born in the shape of spray 
caused by coughing or sneezing or talking, 
or more usually through the medium of 
dust. Too much stress cannot be put upon 
the danger of inhaling contaminated dust. 

Dust particles 
of themselves 
cause injury to 
the sensitive 
mucuous mem- 
brane of the 
nose, throat and 
lungs, and in 
time cause an 
inflammation of 
these mem- 
branes. When 
dust is contami- 
nated with dis- 
ease producing 
germs, the mem- 
branes are thus 
readily prepared 
for their develop- 

Dry sweeping 
of the floors of 
waiting rooms, 
buildings and 
coaches, is a 
source of a very 
impure dust. 
Dry sweeping 

should never be done, and the use of the 
feather duster should be prohibited. 
Moist sweeping and moist rags or the 
vacuum method should be used instead. 
At least once a week the walls, floors and 
seats of waiting rooms, etc., should be 
cleaned and disinfected with an antiseptic 
solution; the oftener the better. 

Germs lurk and multiply in dark places 
where filth abounds, in cracks and crev- 
ices. These places must receive particular 
attention as to cleanliness and disinfection. 

Member General 

Sunlight kills or renders inert most 
of the known bacteria in a comparatively 
short time. The period is anywhere 
from a few minutes to several hours, 
depending on the type of germ exposed, 
the amount of moisture and free access 

of air. Dust, 
therefore, from 
rooms from" 
which the sun- 
light is excludec 
most of the day 
is much more 
harmful than the 
dust from the 
outside air. 

Fresh air di- 
lutes the atmos- 
phere, has a dis- 
infectant action 
by virtue of its 
oxygen proper- 
ties, and scatters 
the germs. 
Therefore, pull 
up the shades and 
open the win- 
dows of your 
depots and office 
rooms whenever 

Chemical disin- 
direct applica- 
tion or fumigation — and heat — are other 
means of disposing of the germs of disease. 
What is most desired is to Umit the 
chances of the spread of disease germs to 
a minimum. We must abolish their 
breeding places, prevent their access and 
development, and protect ourselves and 
the public from contamination. 

Every office and waiting room should 
have a thermometer. 

The cuspidor is a fruitful source of 
anno3'ance and a breeder of disease germs, 

Safety Committee 



''especially the non-metalic kind, which 
become cracked or chipped, and the 
rough edges of which serve as harboring 
places for germs. It 'is a pity spittoons 
cannot be made of some material with 
enough magnetic force or power to 
enable them to attract all the contami- 
nated saliva and tobacco juice which 
finds lodgment on the floors and walls 
of waiting rooms and other places. 

While the spittoon is not entirely 
ignored by patrons, its efficiency isn't 
100 per cent, by any means. We have 
adequate laws to correct this evil, but 
they are not enforced. I think it would 
be a step in the proper direction, and 
would certainly avoid the embarrassment 
of the situation, to have the agents, 
conductors, brakemen and porters sup- 
plied with a quantity of cards to be 
handed to offenders. The cards should 
state that it is against the law to spit 
in public places, mention the fine and 
term of imprisonment in connection 
therewith, and say that if the offense is 
repeated the offender will be placed in 
the custody of the police department. 
I think this probably would be the best 
method for the railroad in educating the 
public against this disgusting and disease- 
spreading habit, and would materially 
help our sanitary efforts at very small 
cost. Spittoons should be cleaned fre- 
quently and disinfected daily with one 
of the many cheap and good prepara- 
tions on the market. There should be 
large signs against spitting on the walls 
of all buildings, inside and outside, placed 
in conspicuous places. 

At every depot there should be one 
or two tin cans for the reception of refuse, 
such as banana and orange peelings, 
peanut shells, paper, etc., which are now 
scattered about the premises by the 
public, a large sign nearby directing 
attention to the purpose for which the 

receptacle is intended. The contents 
should be burned. 

To clean and keep clean is a positive 
sanitary principle, and it serves the 
esthetic sense as well. Clean surround- 
ings and clean bodies and good air 
energize and assist materially in keeping 
healthy the human organism. 

The public is quick to condemn; its 
criticisms are usually harsh, and some- 
times rather unjust, but in the main 
constructive. If the public is quick to 
condemn, it is likewise on the alert to 
applaud any innovation of the artistic 
in the way of ornamental gardening, in 
sanitation, safety devices or added com- 
fort the railroad may inaugurate. 

We should not permit ourselves to 
suffer by comparison with other railway 
systems; rather, we should be abreast of 
the times and set the example for them 
to follow. We must not appear run- 
down-at-the-heels, but rather we should 
cultivate the spirit of initiative and 
energetic ambition to keep our depots, 
shops, right-of-way, equipment, etc., in 
the pink of sanitary condition. 

Our stations, yards, equipment, etc., 
are under the constant scrutiny of the 
traveling public, who must suffer through 
our neglect and ignorance when we permit 
unsanitary conditions to exist. The a\ er- 
age traveler's opinion of a railroad is 
usually formed from the appearance of 
passenger coaches, yards and surround- 
ings of stations and the sanitary aspects 
thereof, or lack of them. These condi- 
tions, or lack of them, have the faculty of 
attracting the keenest sensibilities of the 
critical traveler, so that it behooves us 
to live up to them for proper and good 
reasons, economic, hygienic, and esthetic, 
for in the strictest sense of the word their 
importance cannot be overestimated. 

Sanitation further embraces the isola- 
tion of the sick, the fumigation and 

iiii; HAi.riMoiu; and onio I:^IPL()^ i;s .\i aca/im: 

disinfection of premises, clothing, etc., 
to prevent further spread of disease 
germs to others who may be exposed to 
contagion. We quarantine patients until 
the period of transmission is past, dis- 
infect their discharges and utensils and 
fumigate the clothing and the premises 
and rooms in which they have lived 
during the course of the disease, in order 

to kill the germs 

thrown off by the 
diseased person. 

One of the 
primary princi- 
ples of sanitation 
is ventilation. 
The subject has 
been one of great 
interest from 
times immemori- 
al, and is of some 
historical inter- 
est and signifi- 
cance, as witness 
the experiments 
of note from time 
to time by scien- 
tists with the 
ventilation sys- 
tem of the Parlia- 
ment House of 

England and the House of Lords. And 
who can forget the horrors of the Black 
Hole of Calcutta, where poor ventilation 
caused the agonized death of manysoldiers. 

It is now known that imperfect ventila- 
tion brings on heat stagnation of the 
body with its attendant interference 
with the physiological activity of the cells 
and tissues. This is because of the high 
temperature of the atmosphere, high 
relative humidity, and the absence of 
air motion within buildings. Not so 
much does the harm come from lack of 
oxygen in the air supply, or the super- 
abundance of carbonic acid gas given off 

This circle represents the total amount of money spent in 
public works in the city of Chicaeo, and the black segment shows 
wliat a small proportion goes for the promotion of public health. 

Strenuous efTorts are being made to increase the size of this seg- 
ment, because it is realized of what enormous value public health 
is in increasing the human efTiciencx- of a community. 

from the lungs of the inmates of the 
building or room, or from body emana- 
tions known as ''crowd poison," although 
these factors have a bearing on the 
subject, especially the l)ody odors, which 
in superheated atmo.spheres become of- 

AVhenever you hear a person com- 
plaining of o])f)ression or the stuffiness of 

the room occu- 
pied, you may 
be certain that 
the temperature 
of the atmos- 
phere is too high, 
the relative hu- 
midity excessive 
and the sur- 
rounding air 
stationary, or 
nearly so. Thus 
interchange of 
heat between the 
body and the 
surrounding air 
is arrested, and 
since evapora- 
tion and radia- 
tion from the 
surface of the 
body are neces- 
sary to health and comfort, discomfort 
and suffering ensues. Generally speak- 
ing, lower temperature of the air means 
relatively less humidity than higher 
temperatures and a cool atmosphere 
stimulates the body cells to increased 

It is necessary to have the temperatun' 
of a room a little under 70 degrees for 
comfort and proper body function. One 
individual's output of heat will raise 
1,000 cubic feet of air 20 degrees in an 
hour. Hence fresh, cool air is essential 
to prevent bodily heat stagnation. With- 
in doors, ventilation should be so ar- 



ranged that every person should be 
supplied with at least 500 cubic feet of 
air space, the more the better. A fresh 
supply should be furnished at least every 
twenty minutes. The size of a room, the 
time spent therein, the number of gas 
jets, open fires or candles burning, 
windows, ventilators, etc., are factors 
also bearing directly on the problem of 
adequate ventilation. 

With a large room, with intakes and 
outlets not in close proximity, allowing 
a proper diffusion of the warm and cold 
currents without draughts, one can get 
along quite comfortably for short periods 
and without deleterious results on 300 
cubic feet of air space per person. 

Be careful to see that the ground floor 
of your ofl&ce and waiting room is prop- 
erly ventilated beneath; see that the 
soil is not damp, and that the drainage 
pipes from the sink outlets are in good 
working order. The opposite condition 
is very conducive to ill health. 

Stagnant pools of water breed mos- 
quitoes; drain them or thoroughly oil 
them. Flies and insects, which are per- 
nicious carriers of disease germs, breed 
in filthy places, particularly in manure. 
Any such nuisances should be corrected 
at once if on the railroad property; if 
elsewhere, the proper authorities should 
be notified to the end that the nuisance 
may be abated. 

Everyone now is aware of the public 
condemnation of the common drinking 
cup, roller towel and soap cake. They 
are germ disseminators. In their place 
should be substituted tissue towels, 
liquid soap and individual drinking cups. 

Until the day dawns when each indi- 
vidual can possess a portable toilet 
outfit, the vexatious problem of furnish- 
ing and keeping the common toilet and 
toilet room clean and in proper sanitary 
condition will confront us. There is no 

side-stepping this one coUosal, vital, 
public demand. It is about the most 
abused, and consequently the most un- 
inviting commoditj' which the railroad 
supplies and supports. Without con- 
stant attention and supervision, the toilet 
room soon becomes befouled and repellant. 

Where many people utilize the toilet 
rooms, millions of disease-breeding germs 
find lodgment in the cracks and crevices 
of the walls and floors, and upon the 
seats and sides of the bowls. In the 
dark corners of the toilet rooms these 
germs soon breed into the billions. 
Every effort must be made to keep these 
places in as sanitary condition as pos- 
sible. The floors, walls, seats and bowls 
should be scrubbed and thoroughly dis- 
infected daily. The room should be 
well ventilated, and plenty of sunlight 
should always enter it when this is pos- 
sible. The flush closet, properly con- 
nected with an adequate water supply 
and with ample drainage and the vent 
shaft extending above the roof, is the 
desirable sanitary closet. 

The toilet room should be so con- 
structed and ventilated that odors there- 
from do not permeate the atmosphere 
of the adjacent waiting room or office. 
These odors, whilst not specifically un- 
healthful, are nevertheless offensive. 

Whenever possible^ the urinal should 
be separate from the flush closet, to 
prevent pollution of the toilet seat and 
surrounding floor by the careless and 
ignorant. Urinals need a good water 
flush and ample ventilation to minimize 
odor. Most of the wall deodorants now 
in use are valueless as disinfectants and 
the substituted odor from them more 
offensive than useful. 

The outhouse closet, the dirt closet 
or removable pan closet of the rural 
districts demands more attention than 
it usually receives. First of all, it 



should be properly screened from flies 
and insects, and it should be properly 
ventilated and emptied at regular and 
frequent intervals. If used for both 
purposes, the seat should be hinged in 
order to be lifted out of the way to 
prevent contamination from urine. The 
openings should be closed when not in 
use. Too often these closets are erected 
in close proximity to springs and wells, 
which in time become polluted through 
soil saturation and surface or under- 
ground drainage. And likewise it too 
frequently happens that they are located 

near the house, making it easy for flies 
to carry disease germs direct to the 
kitchen and dining room, contaminating 
the food. 

Space forbids a lengthier discussion 
of this most important subject. If, 
however, what has been said will stimu- 
late interest and thought and a closer 
intimacy with the facts of this vitally 
important matter, the employes of the 
Baltimore & Ohio may, it is hoped, 
profit thereby, and the writer be amply 
repaid. Other articles pertaining to this 
and kindred subjects will follow. 

The Night Express 

Homer Green, in Youth^s Companion. 

A royal game is the night express, 

When the work of the day is done; 
When the lamps drive out the loneliness, 
And the grate fire glows in its deep recess, 

And the winter night creeps on. 
"Now come!" I say to my four-year-old, 

"The hour for the game is here. 
You be the fireman big and bold, 

And I'll be the engineer." 

A train of chairs in a faultless row 

With one high chair at the head. 
"Now, all aboard! Time's up, you know, 
Ting-aling! toot! toot!" and away we go, 

While the furnace fire is fed. 
"Steam up, Speed on, for the night is cold, 

And the track ahead is clear," 
A thrilling ride for the fireman bold, 

And a joy to the engineer. 

Through farm and forest we thunder on, 

And our light shines far ahead. 
But — "Look! O deary, the bridge is gone I 
A wreck there'll be in the ghostly dawn, 

And a train in the river's bed!" 
He drops the tools that he sought to hold, 

And his eyes grow wide with fear; 
One leap; and he's safe, is the fireman bold, 

In the arms of the engineer. 

It's many a year since the night express 

Went thundering down the bay; 
And a bearded man in a soldier's dress 
Is he who sprang to my quick caress 

When the bridge was washed away. 
Yet I dream, as the winter nights grow cold, 

Of the nights of an elder year, 
When my four-year-old was the fireman bold, 

And I the engineer. 

Former Assistant General Freight Agent 


BORN AUGUST 16, 1838 DIED JANUARY 2. 1914 

TO FEW MEN is accorded the privilege given to the late Charles E. Ways 
of serving the same Company for fifty-eight years. Of him it may 
be said with peculiar significance that his life was the life of the 
Baltimore and Ohio Railroad. 

Mr. Ways was born in Frederick County, Maryland, August 16, 1838. 
While serving as a messenger boy in the commercial telegraph office in 
Frederick, he learned to use the key, and when his family moved to Ellicott 
City he temporarily took the place of the Baltimore and Ohio operator 
there. In 1853, when he was only fifteen years old, he was made regular 
operator of the Company at Frederick Junction. And from that time on, 
w^ith the exception of the two years 1865-66, his life was spent in its service. 

His youth w^as lived during some of the most important formative 
years of the Company's history antedating 1865. His early manhood was 
devoted to the most unselfish and heroic service for his employers and his 
country, during the epoch-making period of the Civil War at Harper's 
Ferry, where he saw the capture of John Brown by Robert E. Lee, then a 
General in the United States army, and later, the massing of the Con- 
federate soldiers for their march up the Cumberland Valley; at Martins- 
burg, where he played a most active part in the retreat of Banks' army, 
and at Washington where he installed the first railroad telegraph for the 
protection of President Lincoln at the time of his inauguration. The years 
of his maturity witnessed the great expansion of the Company's interests 
during the eighties and the stressful period of reorganization in the early 
nineties. And the sunset years of his life were spent in useful service in the 
home office in Baltimore, where he was surrounded by men who knew and 
appreciated him as a loyal officer, and respected and loved him as a man. 

A few weeks ago it was decided that as a tribute to his long and faithful 
service, and as a token of the regard in which he was held by the officers of 
the Company, Mr. Ways should be presented with a silver pass entitling 
him to permanent transportation over all Baltimore and Ohio lines. 
Accordingly such a pass was suitably engraved, bearing the signatures of 
president Willard and first vice-president Randolph. 

Only a month before his death Mr. Ways handed to several of our 
executive officers a resume of some of the thrilling experiences he had gone 
through in the service of the Company. In the very first sentence of these 
memoirs, he wrote, 

** Looking back into the fifties, I recall an incident that seems to justify 
the statement that the Baltimore and Ohio was a good railroad in those 
days as well as now." And he then proceeded to explain an occurrence 
which illustrates how remarkably smooth our roadbed was before the war. 

Here we have the keystone of Mr. Ways' character and the ruling pas- 
sion of his life. His first thought was never of himself but of the Com- 
pany, whose aspirations, successes and destiny were inseparably linked to 
his career. 

At the death of such an employe and such a man, it is well that we 
younger men of the Baltimore and Ohio stop and ponder for a moment 
the lessons of his life, that we may more nearly approach the ideal of 
service he so nobly embodied. 


The Nine-Hour Day 

The Other Side of the Question 

On page 78 of the October issue of the Employes Magazine, 
there appeared a letter from a woman whose husband works in 
the Riverside roundhouse in Baltimore. She urged the Company 
to return to the old hours and overtime or to raise the wages of the 
men, claiming that she has great difficulty in meeting her expenses. 

In a comment on her letter, it was pointed out that '^only the 
earnest solicitation of the committee representing the machinists 
resulted in the nine-hour day." 

Immediately after the distribution of the October number, we 
received the following letter: 

New Castle, Pa., November 14th, 1913. 
Editor of Employes Magazine. 
Dear Sir: 

Please allow space in your valuable magazine for replying to 
a letter published in the October number, signed ''From a Friend," 
and concerning the nine-hour work day on the Baltimore and 
Ohio Railroad. Our friend, proving to be a woman, is complain- 
ing that she can't pay her bills and that she is worried all of the 
time how to make ends meet and clothe her three children. 

She says that her husband works at the Riverside round- 
house nine hours per day and that when he hands her his pay it 
makes her heart sick to know how much she owes and can't pay. 
She begs the Company to give the men the old hours and over- 
time back or raise their wages. 

I agree with my friend about the raising of wages but I do 
not agree in asking the Company for the old hours and overtime. 

It makes my heart rejoice to know that my husband only 
works nine hours, because he has more time to spend with his 
family. We are a family of five and live in a six-room modern 
house, live respectably, pay all of my bills and have a bank 

I thank the Company through the columns of the Employes 
Magazine for granting the nine-hour work day. 

Very truly yours, 

[Signed] Mrs. Albert F. Voss. 


Building a Home for Evangelist 
Jennie Smith 



T is extremely gratifying to advise 
the employes of the Baltimore & 
Ohio Railroad of the progress 
made toward securing the necessary funds 
to pay ofiP the indebtedness on the home of 
evangelist Jennie Smith. The coming of 
the holidays enforced a suspension of the 
active solicitation at many points on our 
system, but plans have been made to 
start it again at this time. And the 
splendid response manifested by the men 
who have been directly approached on 
this subject; the promises already made 
by those who have not yet been reached, 
and, in fact, the substantial amount of 
money already in hand, indicate that the 
result of the appeal will be successful. 

W. I. Steere of Manassas, Va., one 
of the original movers in the plan to 
raise the funds, is devoting a large part of 
his time without any financial recom- 
pense whatever, to personal solicitation 
and general supervision of the work. 

Through an oversight, the names of 
Mrs. Emma S. Shelton, Mrs. Mary E. 
Brown and Mrs. Mary C. Henry, all of 
whom are connected in an executive 
capacity with the Woman's Christian 
Temperance Union of the District of 
Columbia, were left out of the announce- 
ment of the committee, as published in 
the October and December issues of the 
Employes Magazine. These women, and 
all others who have been connected 
with Jennie Smith in her work, are giving 
the plan to pay off the indebtedness on 
her home their active cooperation. The 
Woman's Christian Temperance Union 
of the District of Columbia, as a body, 
has also heartily endorsed the movement. 

Any inquiries concerning the progress 
of the campaign may be addressed to the 
members of the committee, viz. : 

Chairman, W. I. Steere, Manassas, Va.; 
George H. Winslow, Secretary Washing- 
ton Terminal Y. M. C. A., Washington, 

D. C; E. Dow Bancroft, Secretary R. R. 
Y. M. C. A., Columbus, Ohio; J. E. Mc- 
Kim, Secretary Union Station R. R. Y. 
M. C. A., St. Louis, Mo.; L. B. Schloss, 
Publicity Agent and J. T. Moffett, Super- 
intendent Transportation of the Wash- 
ington Railway and Electric Com- 
pany; Mrs. Emma S. Shelton, President 
Woman's Christian Temperance Union 
of the District of Columbia; Mrs. Mary 

E. Brown, Treasurer of the Board of 
Trustees of the W. C. T. U. Building of 
the Woman's Christian Temperance 
Union, Washington, D. C; Mrs. Mary 
C. Henry, Corresponding Secretary of 
the Woman's Christian Temperance 
Union of the District of Columbia, to- 
gether with the following Baltimore & 
Ohio men: George M. Shriver, Second 
Vice-President. Baltimore, Md.; J. S. 
Murray, Assistant to the President, Bal- 
timore, Md.; T. E. Stacy, Secretary Y. M. 
C. A., Baltimore, Md.; E. K. Smith, Sec- 
retary Y. M. C. A., Brunswick, Md.; W. 
C. Montignani, Secretary Y. M. C. A., 
South Cumberland, Md.; R. R. Jenkins, 
Secretary Y. M. C. A., Chicago Junction, 

By arrangement, the U. S. Trust Co. 
of Washington, D. C, will be custodian 
of the Jennie Smith Home Fund and 
all funds collected may be sent direct 
to said trust company by each col- 

On the Job 

''Where's the president of this rail- 
road?" asked the man who called at the 
general offices. 

"He's down in Washington, attendin' 
th' session o' some kind uv an investiga- 
tin' committee," replied the office boy. 

''Where is the general manager?" 

''He's appearin' before th' Interstate 
Commerce Commission." 

"Well, Where's the general superin- 

"He's at th' meetin' of th' legislature, 
fightin' some bum new law." 

"Where is the head of the legal depart- 

"He's in court tryin' a suit." 

"Then where is the general passenger 

"He's explainin' t' th' commercial trav- 
elers why we can't reduce th' fare." 

"Where is the general freight agent?" 

"He's gone out in th' country t' attend 
a meetin' o' th' grange an' tell th' farm- 
ers why we ain't got no freight cars." 

"Who's running the blame railroad, 

"Th' newspapers and th' legislatures." 
— Pittsburgh Press. 

A Remunerative Position 

Tom Brown, comedian of the Six 
Musical Brown Brothers, with Primrose 
& Dockstader's Minstrels, is circulating 
the following story: 


"An unsophisticated young chap from 
the rural regions got a position as con- 
ductor on a New York street car line. 
He kept track of the tickets and turned 
them in, but kept for himself all the 
nickels and dimes he took in. 

"At the end of the week when the 
paymaster handed him his first salary 
envelope the young man inquired in 
great surprise: 

" 'What! Do I get paid, too?' "— 
Young stown Telegraph. 

A Useful Document 

The orders of Mr. J. W\ Brooks, a once 
celebrated American railroad manager of 
Michigan were, it is said, almost beyond 
deciphering. On a certain occasion, when 
a second line had been laid on one of the 
branch roads, it was reported at head-* 
quarters that the barn of an old farmer 
stood partly upon land which the com- 
pany had bought, and dangerously near 
to passing trains. Mr. Brooks, just get- 
ting ready for a trip down the Mississippi, 
wrote to the farmer that he must move 
his barn from the company's land at once. 
If he delayed he would be liable to a suit 
for damages. The old farmer duly re- 
ceived the letter, and was able to make 
out the manager's signature, but not an- 
other word could he decipher. He took 
it to the village postmaster, who, equally 
unable to translate the hieroglyphics, was 
unwilling to acknowledge it. "Didn't 

THK l^AI/llMOKl'; AM) olllo 1 :.\1 l'l.()^ I :s .M\(,\/I.\K 


you sell a strij) of land to the railroad?" 
ho asked. "Yes." "Well, 1 ^uess this 
is a free pass over the road." And for 
over a year the farmer used the manager's 
letter as a pass, not one of the conduc- 
tors being able to dispute his translation 
of the instrument. — Fro)}i Tidbits of 
American Humor. 

Dressing a la Berkeley 

In the old days of railroading it was 
customary for trainmen to live in the 
caboose when they were not in their 
home towns. The conductor and brake- 
man of a certain freight train which was 
at the Cumberland terminal lived in 
Cumberland, but the fireman, who hap- 
pened to be a Martinsburg boy, was left 
in the caboose to get his own supper. 
And being determined to have a good 
one, he purchased a luscious steak as 
the principal part of his meal. 

All Baltimore and Ohio men who are 
familiar wdth the Cumberland Division, 
know that there are large quantities of 
very fine white sand handled for the glass 
factories at Clarksburg, and that it looks 
exactly like high grade flour. Whether 
or not the jar of this sand which found 
its wav to the food shelf of the caboose 

was placed there l)y accident oi- design, 
does not enter into the stoi.w But it 
got there in some way, and was used in 
gcMierous quantities by the new cook in 
preparing the steak. It is said that he 
wondered w^hy the "flour" did not take 
on the cream}^ rich appearance it usually 
does, but he laid its ])ersistent whiteness 
to some sin of omission or commission 
on his part and dug into the steak with 
the keen appetite of the typical train- 
man. He was having some trouble in 
masticating the "flour gravy," and so 
confessed to the flagman wIumi the latter 
came into the caboose. Then they in- 
vestigated, and found out that tlie su])- 
posed flour was some of the finely pul- 
verized product of th(^ sand cliffs at 
Berkeley Springs. And the fact that the 
fireman never experienced any ill effects 
from his mc^al is pretty good i)roof of the 
soundness of his digestion. 

Signs and Sich-Like 

Spread across the entire width of his 
building in a little Connecticut town, in 
letters fully four feet high, an enterprising 
New England manufacturer thus adver- 
tises himself: 


Progressive Form of Examination of Firemen, 
its Advantages, and How to Study 

By W. J. Duffey, Wheeling, W. Va. 

T li IS safe to assume that a young 
* ■ man entering the service as a 

fireman, does so with the expec- 
tation of some day becoming an engi- 
neer. No matter what vocation in life 
we wish to follow, we must serve a term, 
either short or long, as an apprentice; 
therefore, our term of firing is simply 
an apprenticeship. Whether the term 
shall be three years or more depends 
altogether on the young man. If he 
is energetic, he will soon realize that 
there is a great deal to learn about a 
locomotive and the art of railroading 
in general before he can become a suc- 
cessful engineer. 

To enable such young men to become 
efficient engineers, in 1912, our third 
vice-president, Mr. A. W. Thompson, who 
was then General Manager, introduced 
our present form of progressive exami- 
nation for the purpose of encouraging 
the beginner to start at the bottom and 
come up — to learn all about firing before 
beginning the study of valve motion. 

It is, or should be the practice on all 
divisions to give to the student when 
starting out on his trial trip, a copy of 
the book on fuel economy entitled 
''Good Firing." After completing his 
trial trips he is furnished the first yearns 
examination questions. These consist 
of easy problems on combustion and the 
proper method of firing locomotives. 
At the expiration of his first yearns ser- 
vice he is expected to pass a written and 

oral examination on these questions. 
These will not be difficult if he studies 
the book on good firing and endeavors to 
put into practice the information con- 
tained therein. 

After passing the first yearns examina- 
tion he is given the second book, part B, 
containing the second and third years' 
questions, on which he must also pass a 
written and oral examination at the end 
of his second and third year period of 
service, respectively. If he answers not 
less than 85% of the mechanical and air 
brake questions he is entitled to a certi- 
ficate as an engineer, provided that he 
can pass the required examination on 
train rules, etc. 

I believe I have made it plain enough 
for any fireman of ordinary intelligence 
to see that his promotion to engineer is 
strictly up to himself. The position of 
locomotive engineer is a responsible one 
and before assuming that responsibility 
we should get all the information pos- 
sible pertaining to locomotives, air brakes, 
train handling, etc., in order to pass the 
required examinations. It certainly 
means study on the part of the aspirant. 
Just imagine how much knowledge he 
can get by devoting some of his leisure 
time to the study of some good books 
on the locomotive, following it up by 
spending a few hours occasionally at 
the shops examining engines undergoing 

The study of the locomotive in action 



is also interesting and can be done with- 
out interfering with a fireman's work. 
For instance, a locomotive will exhaust 
four times in a revolution of the wheels. 
By watching the cross head on one side, 
we notice that the exhausts take place 
when it is at the forward and back end 
of the guide for one side and at the 
center of the guide in its movement 
forward and back for the other side, as 
a cross head passes the center of the 
guide twice in each revolution of the 
wheels. Study out which end of the 
cylinder and on which side the exhaust 
steam comes from when the cross head 
is in the different positions. If more 
convenient the main crank pin can be 
watched for the exhausts. When on 
forward and back centers the exhausts 
take place for one side and on top and 
bottom quarters for the other. You 
will also notice that the slide and piston 
valves do not move in the same direction 
when admitting steam to the cylinder. 
Why? How does the steam get out of 
the cylinder with piston and slide valves? 
There are numerous other problems like 

the above that can be studied from the 
locomotive and I feel that any engineer 
would be only too glad to assist the 
fireman in solving them. 

The study of books without some 
first hand examination of the locomotive 
is a mistake. You do not get the prac- 
tical knowledge. Learn the names of 
the different parts and the functions 
they perform and the books will then 
make everything so clear that you will 
not dread the examinations or try to 
evade them, as a great many men unfor- 
tunately do. 

It is the practical and technical, or 
book knowledge combined, that teache? 
an engineer to train his eye to discover 
loose bolts or nuts when oiling, and his 
ear to detect "something wrong" with 
his valve motion by the sound of the 
exhaust when the engine is working 
A great many break-downs can thus be 
avoided because such a well trained 
engineer will know exactly what to do 
in any emergency. He is the type of 
employe who is invaluable to the Com- 

Baltimore & Ohio Employes Form Veterans' 
Association at Brunswick, Md. 

Members of the Baltimore and Ohio 
Employes Veterans' Association of 
Brunswick, organized recently at the 
Y. M, C. A. in Brunswick and enrolled 
fifty-two members. The association is 
made up of employes who have been in the 
service for twenty years or more, and 
covers the Baltimore, Cumberland and the 
Valley Divisions. The object of the 
association is to make the men better 
acquainted with each other and for 
social intercourse. 

The officers of the association elected 
were: J. T. Martin, president; J. J. 
Hackett, vice-president; Eugene Harri- 
son, secretary, and G. A. Sigafoose, 

George F. Sturmer, from the office 
of general manager C. W. Galloway, 
was present at the meeting and made 
an address to the members. After the 
business meeting and a social session, 
refreshments were served in the Y. M. 
C. A. dining-room. 



An executive committee was appointed 
consisting of E. Miles, J. H. Yost, F. E. 
Alder, H. S. Hedges, and W. E. Shannon. 
On December 4th the first regular meeting 

was held in the Y. M. C. A. It was well 
attended and twenty-five new members 
were added, making a total membership 
of seventy-six up to that date. 

National Orange Show will be held at San 
Bernardino, Cal., February 18-25 

California's greatest mid-winter event 
will be the National Orange Show at 
San Bernardino, February 18 to 25. 

The citrus fruit men of the state will 
gather at San Bernardino to compete for 
the prizes for the world's best oranges 
and lemons, and exhibitors of Arizona, 
Florida and Louisiana and other orange 
producing states of the country, will 
join with the Calif ornians in displaying 
the wealth of this golden industry. 

This will be the fourth annual National 
Orange Show, and it is expected that 
between 2,000,000 and 3,000,000 oranges 
and lemons and other citrus fruits w^ill 
be used in the exposition. Acres of 
ground will be covered by the big display. 

The various citrus fruit producing 

counties of California, and many of the 
individual districts, make up the beauty 
and spectacular feature of the exposition 
by using oranges and lemons in works 
of art, symbolic and representative of 
their respective communities. One of 
the railroads of Southern California, 
which plays an important part in the 
transportation of the citrus fruits to the 
eastern markets, will this year enter a 
complete train, locomotive and cars, 
built from citrus fruits. 

It is believed that to persons contem- 
plating residence or property invest- 
ment in California, or to anyone in- 
terested in the citrus industry, this 
exhibition offers the greatest oppor- 
tunity for investigation and information. 

Record Time Made in Moving Bridge 

In moving bridge No. 39 at Beach 
City, Ohio, Mr. J. T. Mcllwain, master 
carpenter, completed the work in such 
record time that Mr. Lechhder wrote him 
the following letter: 

Mr. J. T. McIlwain, 
Master Carpenter, 

Akron, Ohio. 
Dear Sir: 

I want to congratulate you on the 
manner in which you succeeded in re- 

moving bridge No. 39 and getting things in 
shape for traffic. 

As I understand it, you moved the iron 
work from its old position to the new pier 
in twenty-one minutes and put stringers 
in their place and had track ready for 
operation of trains in six minutes after- 
wards; in other words, a total of but 
twenty-seven minutes was consumed in 
making the entire change. 
Yours truly, 
(Signed) W. T. Lechlider. 


Credit Found 

On the ^'Exhausts'" page of the Decem- 
ber issue we printed a paragraph entitled 
''Diplomacy/' and stated that credit had 
been lost. This was written by R. T. 
(Jebler, advertising manager of the Tech- 
nical Supply Co. of Scranton, Pa., and 
we are glad to make acknowledgment 


A little boy got out of bed wrong one 
morning and was so hateful all day that 
his father finally found it nece.ssarj' to 
punish him. 

A little while after the ordeal was over 
his mother found him out back of the 
barn tenderly caressing and petting an 
old ram that was pastured there. Her 
heart was touched by this display of 
kindheartedness on his part and she 
watched him tenderly for some time. 
Then, walking over where he sat, she 
inquired : 

"What makes my little boy so good 
to the old sheep?" 

He did not stop or look up but answered, 
stifling a sob: 

'' 'Cause he just butted pn.^Phila- 
delphia Inquirer. 

Then and Now 

When he put on her skates, he tarried, 
For she was quite a charming elf. 

I notice now, since they are married, 
She's learned to put them on herself. — - 

The Exception 

First married man — Is there ever an 
occasion when everything at your dinnc r 
table is stone-cold? 

Second married man — No, not every- 
thing. We alwa^'s manage to have a 
heated argument. — Judge. 

In 1925 

"What's the trouble now?" demanded 
the janitor. ''More heat?" 

"No," said the tenant of th<' late.^t 
skyscraper; "but I want those clouds 
brushed away from the windows." — 

The Bond 

"Can you tell me what Mrs. Crowley 
and Mr. Geron have in common that 
should make them so fond of e^ich other?" 

"Why, sure! She is a grass widow 
and he has hay fever." — Judge. 



The Viewpoint 

Bookkeeper (to boss): Mr. Grouch, 
I'm going to get married. 

Grouch: Glad to hear it. You won't 
be so all-fired anxious to get home early. 
— Business. 

An Empty Joke 

'^A friend of mine has a little daughter 
who had a pain in her stomach one day 
and her mother told her that it was be- 
cause that organ was empty and gave 
her some bread and milk. A few days 
later a friend of her mother's called, and 
Bessie was in the drawing-room listening 
to the conversation. 

*'I have an awful headache," an- 
nounced the friend. 

'That," said Bessie gravely and with 
authority, *'is because it is empty. 
Mother said so." 

Which necessitated some explanation 
from mother. — Baltimore Star. 


Little Mr. Shrimp: "All that you 
say may be true, ladies, but it fails to 
convince me that woman is fitted by 
nature to vote. She hasn't the physical 
strength. " — Newark, N. J. Evening News. 


HAVE you ever sat and waited for a railway train belated, have 
you hang around the depot half a day? Then youVe marked 
the angry pageant marching rottnd the station agent, and have 
ceased to wonder greatly that he's gray. All the rubes line up before 
him and denounce him and implore him, and they ask the same old 
thing a million times ; and the agent, still politely, gives the informa- 
tion rightly, in an effort to deserve his meagre dimes. Forty million 
times he answers all the snorters and the prancers, and he never 
groans or whimpers o'er his task; there are fat and fussy strangers, 
there are sour bewhiskered grangers, and they all have silly ques- 
tions they would ask. There are women with their babies, there are 
gents who have the rabies, and they gather round the agent in a ring; 
there are jays of all descriptions throwing fits they call conniptions, 
and they all have fool conundrums they would spring. And the agent 
answers plainly, answers patiently and sanely — I admire the station 
agent for his pluck! In his place Fd rise in dudgeon, seize the nearest 
wet elm bludgeon, and among the question springers run amuck* 

Copyright, 191 S, by George Matthew Adams, 

— Walt Mason 

Percentage Sheets and Through Waybilling 
Instructions — Their Uses and Abuses 

H. C. Vaughn 

Rate Clerk, Freight Department, Braddock, Pa. 

TO a great many billing and re- 
^ vising clerks at local freight 
i§H stations, the fact that percentage 
sheets and waybilling instructions are 
misused must be very apparent. 

Frequently, unrouted shipments are 
offered for points on foreign roads to 
which there are prorating arrangements 
via several routes and via which our 
Company receives different proportions 
of a published through rate. Notwith- 
standing instructions to the contrary, 
however, careless employes sometimes 
forward such shipments via the route 
allowing our Company the least propor- 
tion of revenue. 

Some freight tariffs provide routes via 
different junctions to the same destina- 
tion on a foreign line, and careless billing 
clerks, knowing from memory that 
through waybilling arrangements are in 
effect via the railroad the shipment is 
routed by the shipper, issue their way- 
bills at random (instead of consulting the 
percentage sheets as they should, to see 
which route gives the Baltimore & Ohio 
Railroad the greatest revenue) and make 
them read via the route giving our Com- 
pany the least revenue. This results in 
a, loss, sometimes as high as $20.00 on a 

To conscientious employes this may 
seem exaggerated, but the following ex- 
perience should convince them of its 
truthfulness. It also shows what poor 
service is given to the Company by a 
clerk who is looking for pay-day only. 

I was employed in a busy freight office 
and it was my duty to rate all shipping 
tickets, etc. When I turned them over 
to the bill clerks, the only work undone 
was to waybill them in accordance with the 
rate, route and divisions as I noted on each. 

One morning one of the regular bill 
clerks failing to report for duty on ac- 
count of sickness, a clerk having ten years' 
experience in agency work was put in his 
place. The first question I asked was: 

' ' Jack, have you had any previous experi- 
ence in the work you are about to begin? " 

He answered, "Oh, yes, I billed three 
years at 'C;' where business is much 
heavier than it is here. " 

I told him that I thought we were quite 
fortunate in having a competent bill clerk 
available, and that while the billing at 
our station was practically the same as 
that on the entire Baltimore & Ohio Sys- 
tem, nevertheless, if there was anything 
regarding it that was not entirely clear to 
him, he should not hesitate to call upon 
me for the desired information. 

Within two hours after he had started 
to bill I had occasion to pass by his desk, 
and in passing noticed that he was using 
an interline form of waybill. Being cer- 
tain that I had not given him a shipping 
ticket requiring its use, I stopped to in- 
vestigate. I found that he was billing a 
less carload shipment via a route not in 
accordance with the notation I had 
placed on the ticket for his information 
and guidance, but via a route for which 
from memory he knew there were through 




waybilling instructions^ but which al- 
lowed the Baltimore & Ohio Railroad 
fifty-eight cents less than via the route 
which it was necessary to bill to Junction 
with foreign line. 

Upon examining the other bills he had 
made during the two hours he was on the 


Rate Clerk, Freight Department, Braddock, Pa. 

job, I found that he had followed the 
practice to the extent of $2.62 in the 
foreign line's favor. I did not ask him 
how much stock of the foreign line he 
owned, but gathered up the bills erro- 
neously issued and asked him to step over 
to my desk for a few moments. 
When we reached there I said : 
''Jack, what is your excuse for billing 
these shipments via routes contrary to 
those inserted on the tickets by me?" 

''Why," he said, ''at 'C we always 
billed through when possible, for you 
see it saves figuring the extensions twice 
on a prepaid bill, and then it is not nec- 
essary to rebill the shipment at the junc- 
tion with foreign line. This is quite a 
saving in labor.'' 

I immediately got out the percentage 
sheets via the various routes applicable 
to the shipments he had billed and began 
to explain to him the importance of giving 
our line the long haul. I had explained 
one percentage sheet to him and was in 
the act of picking up a second one, when 
he said: 

"You need go no further. Bill, I have 
learned a lesson and want to thank you 
for it." 

Two weeks later I decided to find out 
how much that lesson had taught him, 
and proceeded to misroute a shipment 
similar to the one I had discovered in 
passing his desk on the first day on the 
job. I placed the ticket on his desk and 
had scarcely time to reach my own when 
Jack was at my elbow with the ticket in 
hand. He tapped me on the shoulder 
and said : 

*'Here, Bill, this route doesn't look 
good to me!" 

"What's wrong about it, Jack?" J 

"I had a similar shipment the first day 
I worked on the bill desk and you " 

That is as far as he went, as I was be- 
ginning to smile, and he turned around 
and went back to his desk, as he saw it 
had been done merely to test him. 

If all billing clerks when issuing way- 
bills will remember this article, I think it 
will prove advantageous to themselves as 
well as to the Company. It will also re- 
lieve the Auditing Department of the 
necessity of calling on the Agents so 
frequently for explanations as to mis- 

In the Interest of "Safety First" 

By H. B. McDonald 

Engineer, Newark Division 

Tho (TV nowadays is "Safety First," 
and I thought a word on the subject 
would not be amiss. 

There was a time when everybody 
worked to get there, no matter how. 
All kinds of chances were taken ])y 
engineers and train crews alike. And 
many accidents resulted. 

Another thing that sliould be con- 
sidered in connection with ''Safety First '' 
at all times is to make haste slowly. 
This is especially good to observe when 
handling long trains in order to avoid 
<lamages to cars and injury to train crews. 
If this were followed out in the shop and 

roundhouse alike, how mucli longer our 
engines would last. And how much 
better the work could be done with 
them when on the road. 

You see the motto of "Safety First" 
in your shops and offices. Every one 
should get in line and make ''Safety 
First" mean what it says. The highest 
officers of the Compan}' are behind you. 
Some fellows may kick now but they will 
come aroimd. In the meantime carry out 
the Company's rules to the letter, for 
your own sake and that of all concerned. 
And remember to make haste slowly in 
the interest of "Safetv First." 

Keep Off The Track 

By F. B. Huntington 

N1L\KLY all portions of the United 
States are safe to stand and walk 
upon, but certain very narrow 
strips owned and used by the railroads 
are not. The disregard with which our 
fellows persist in using the dangerous 
strip makes good business for the under- 
taker and bad business for the rest of us. 
The enormous traffic of the Baltimore 
and Ohio Railroad moves over a narrow 
piece of land four feet eight and one-half 
inches wide, and this very restricted area 
is designed solely to accommodate vehicles 
of great weight. Obviously it is no place 
to walk. A great number of widows 

antl o:phans can tearfully confirm this 
today, and more will be able to do so 

It is comparatively safe to walk upon 
the streets, highway's and most other 
places, but it is extremely hazardous to 
use the narrow space between two steel 
rails. Until this fact is recognized and 
accepted, tres}ias>ers will continue to be 
maimed and killed. 

Thus far no one has ever succeeded in 
diverting or even retarding the course of 
a moving train by the im]xu't of his body. 
It is dangerous to try. 

X ___ Jv 

Port Ivory, Staten Island, N. Y., January 5th, 1914. 

Editor Baltimore and Ohio Employes Magazine, 

Baltimore, Md. 
Dear Sir: 

We, the employes of the Company at Port Ivory, X. Y., wish, 
through the medium of the Employes Magazine, to convey our 
wishes for a bright and prosperous New Year to all our fellow 
workers on the System. 

Mr. Mahoney, a clerk in the office here, drew the accompanying 
sketch for our magazine for the month of January (New Year's 
number), and we are not a little pleased with the result of his effort. 

We hope that you will be able to use this drawing in the Januar}- 
issue, for w^e think that many employes will pause to look at it, and 
will thereby be reminded of the all-important subject of ''Safety 

Yours very truly, 

L. H. Hand, 

Agent, S.I. R.T.R'y Co. 

Baltimore, Md., January 6th, 1914. 
Mr. L. H. Hand, 

Agent, Staten Island Lines, 

Port Ivory, S. I. 
Dear Sir: 

The drawing of the engine and the letter conveying good wishes 
from the employes at your station arrived just in time to be inserted 
in the January issue of the magazine. Please convey my own 
appreciation, and through me the appreciation of all the readers of 
the magazine, to those responsible for this pleasant greeting. 

With hearty thanks for your thoughtfulness and best wishes 
that 1914 may be the most prosperous year in the history of the 
Company, and therefore for all our employes, I remain, 

Very sincerely yours. 

Editor Employes Magazine. 

X - X 




Robert M. Van Sant, Editor 
Herbert D. Stitt, Staff Artist 
George B. Luckey, Staff Photographer 

Time Efficiency 

[ 1_¥ APPY the man who can look back 
U^* on Ufe and truthfully say, ''I 
l^^^ have not wasted my time." 
For even though he be a worker at one 
of the least conspicuous tasks of life, he 
will then feel that he has done his duty 
to himself and his fellow men. 

Time is the one possession which men 
share alike. Birth, physique, mentality, 
training and other conditions help deter- 
mine man's position in life, but time is 
the common possession of us all, to do 
with as we will. Some few men seem able 
to create time; men like Edison, for in- 
stance, who, it is said, works eighteen 
hours out of twenty-four. At the other 
extreme are the poor fellows who keep as 
close to the sun and the park benches as 
the law allows, and never do anything 
with their time. But to every normal 
person, each swing of the pendulum tells 
the same story, ''another second gone," 
''another second gone." 

"Oh, that I could live life over again! " 
is sometime the pitiful and helpless cry of 
nearly all human hearts. In the mean- 
time the pendulum swings relentlessly 
on, and new records of failure or of char- 
acter growth and achievement are in the 

It matters not what task is before us 
so long as we employ every minute wisely. 

More and more, public sentiment is de- 
manding that we have a part in life's 
great drama by contributing something 
worth while to the common good. And 
it is not the part we play but the acting 
of it that counts. You know some man 
whose place in life is ever so humble, but 
he has your respect and that of all who 
know him because he is playing his part 
well. He is making every minute of his 
time count for as much as his talents and 
advantages permit. And even though 
material loss, or personal bereavement, 
or other buffetings shall come into his 
life, he has that sweet conciousness that 
he has met the hours of each passing 
day in the spirit of honesty, industry, 
courage and earnestness. 

Do you remember the inspiring pic- 
ture of fortitude that Wordsworth paints 
for us in his simple but impressive poem, 
''Resolution and Independence?" How he 
walked over the moors and hills one day 
in deep dejection, and came upon the 
loneh' figure of the decrepit leech-gatherer; 
and how the old man's fortitude and 
courage affected him so strongly that it 
lifted him out of his dejection and caused 
him to resolve, 

"God be my help and stay secure: 
"I'll think of the leech-gatherer on the loi ely 

Already many precious days of 1914 
are "as a tale that is told." If you are 
like the rest of us, you probably started 
the new year with good resolutions. 
But whether you did or not, tarry a 
moment on the threshold and ponder 
this question, 

"In starting out the year, am I plan- 
ning a development that will bring to 
others comfort and protection and to 
myself the golden coin of friendship and 

Beyond and above the "pound of 
flesh" idea so common in barter for ser- 


vice rc'iuloivd, is the inoiv iiispiriii*:; vision 
of endeavor, the reward of which Hes, it 
is true, in self-improvement, but which 
comes also from a consciousness of having 
been helpful to others. Remember that 
it is only thus that you can create a sur- 
plus which earlier or later is sure to bring 
rich comfort and satisfaction to vour life. 

Credit for Clippings 

We recently received in one mail 
eight humorous paragraphs which had 
been clipped from other publications and 
were submitted for publication in the 
Emplo3'es Magazine. We should have 
been glad to run at least three of these 
had we known to what publication to 
credit them, but as this information is 
not available, we cannot use them. 

Will all employes who send such clip- 
pings, kindly see that it is specified in 
which publications they were originally 

Employes Magazine for 

We wish to send the EmplojTS Maga- 
zine to all pensioned empkn-es of the 
Baltimore & Ohio Railroad who want to 
read it. If any pensioners who would 
like to get the ^lagazine regularly but 
are not now receiving it, will write us 
to this efifect, we shall be glad to see that 
they are supplied. 

Correspondents are 

In requesting that notes for the 
''Among Ourselves" section of this issue 
be sent in by a certain date, we made 
some suggestions to correspondents as 

to the manner in wliicii 't is desired that 
contributions be submitted. The hearts- 
res])onse to this apj)eal is very much 
aj)preciated. It is encouraging indeed 
to get such splendid cooperation. 

Distribution of Magazine 

There are many names on our mailing 
list to which magazines are being sent 
each month via United States mail. 
This entails considerable expense. 

If employes know of any such cases 
that could be handled satisfactorily by 
train or personal distribution, they will 
confer a favor by so advising us. 


On the record run of engineer Krim- 
melbein's, which was described in the 
October issue of the Magazine, it should 
have been stated that conductor R. F. 
Pell and engineer J. W. King were the 
pilots on the train from Fairmont to 

ONT as 




Tkc ^^r^^r, 


Where do you place safety in relative importance among the ends 
to be sought in the operation of a road? 












Ohio River.... 





Pittsburgh. . . . 

Cleyeland .... 



Shops and 




naner of 






• 705 










have a 

^ * Indicates that these divisions did not 
single case of personal injury in the class of 


We will show, each month, on the 
"hammer", test, the four divisions mak- 
ing the best showing in injuries; based 
on wages'paid, divided as between acci- 
dents occurring "In and around trains 
and yards," *'In and around shops and 
engine-houses," ' 'Maintenance-of-Way' ' 
and "Total." Heretofore, we have 
been figuring the standing of each di- 
vision on the number of employes, but, 
in many ways this is unfair; for instance, 
if work is slack practically the full num- 
ber of names appears on the rolls but 
the amount drawn is less; therefore, it 
is evidently fairer to show the wages 
earned per injury; then, if business falls 
ofT the wages will do the same, and the 
liability of injury is correspondingly 
decreased. It is understood that the 
amount of wage indicated is representa- 
tive of one injury. 


A?o^iSid A^o^d Mai°to- 

Divisions Trains and Shops and nance of Total 

Yards t'u'e^- ^ay 

Philadelphia. $4,668.02 $ 1,583.10 $4,857.01 $ 3,233.02 

Baltimore... 5,942.51 1,573.46 4,402.70 3,622.24 

Cumberland.. 4,579.66 1,514.70 3,392.04 2,649.06 

Shenandoah.. 6.676.80 * 705.20 *5,038.25 12,420.25 

Monongah... 4,698.78 3,547.96 17,684.83 4,972.40 

Wheeling.... 2,383.05 3,824.41 4.046.73 2,856.04 

Ohio River.. 11.372.75 3,007.98*12,157.95 6,733.21 

Cleveland.... 3,956.00 2,240.98 25,302.35 3,502.20 

Newark 3,373.77 2,141.07 5,116.39 2,992.50 

Connellsville. 9,222.25 3,200.20 16,811.33 8,361.00 

Pittsburgh... 6,042.20 2,406.25 6L331.95 4,670.09 

Newcastle.. 4,788 06 2,637.96 15,672.40 4,744 35 

Chicago 3,571.54 1,875.61 7,958.48 2,995.40 

Chicago Ter'l. 3,489.63 420.24 15,097.75 3,248.42 

Ohio 5,531.45 2,229.36 5,427.14 3,248.04 

Indiana 4,755.53 5,226.01 10,113.62 5,511.41 

Illinois 10,123.25 23,803.50 7,602.68 13,166.80 

Toledo 4,445.33 3,057.61 6,894.62 4,494.54 

Wellston 8,927.78 2,907.94 5,820.20 4,892.85 

Indianapolis.. 7,507.04 16,188.18 3.565.04 6,982.89 

,.. 4,704.67 2.265.79 7,315.08 3,983.52 
Indicates no accidents. 


Vice-President Park, Illinois Central Railroad, in Leslie's 
The railroad managers know of the thiii^s 
enjoyed on the much higher capitalized roads 
abroad, tending to safety. It takes money to 
put up block signals, install interlocking, sepa- 
rate grade crossings, purchase steel equipment 
and steel bridges. The companies were able 
to borrow this money at reasonable rates and 
pay the interest on it, until the credit of the 
railroads was assailed. It is diflBcult to see 
what has been gained by the public in such 
policies, as the great progressive achievement 
of the railroads has been seriously checked, and 
much too soon, for many of the railroads were 
hastily constructed to meet the phenomenal 
commercial and industrial progress, which could 
not wait for refinements, hardly for the necessi- 

There is not much wrong with the railroads. 
If the public sentiment says "go ahead," they 
will provide every facility required and much 
of the comforts. 

vSi^BCI^^Lv rvIEI^JT^ K,OL^Ly 


During the night of November 15th, 
conductor Hans Mortenson, while work- 
ing near the Hghterage piers at St. 

and children 

George, lieard a woman scream. Hurry- 
ing in the direction of the sound he 
learned that it came from a lighter, 
which lay some eight or ten feet away 
from the pier, and from which the captain, 
who was the woman's husband, had fallen 
into the water. The captain's wife and 
their Httle child were almost hysterical, 
but were quieted b}- conductor Morten- 
son's assurance that he would be able to 

rescue the captain. He thereupon se- 
cured a ladder, attached a rope to it, 
and let it down into the water to the 
frightened and struggling man. The 
captain grabbed the ladder and with 
conductor Mortenson's assistance was 
finally landed safely on the pier and then 
on his boat, to the great relief and joy of 
the little family. 

The accompanying photograph shows 
conductor Mortenson in the midst of 
his own little family with their pet water 


On October 7th, while Extra West No. 
4138 was passing Belcamp station, the 
crew noticed agent G. H. Smith waving 
stop signal. The 
train was stopped 
and on examination 
it was found that P. 
& R. No. 80923 had 
a broken arch bar. 
The car was set off 
at Sewell. 

The prompt action 
of agent Smith in 

stopping this train probably prevented 
an accident and this meritorious act has 
been entered upon his service record. 


The operator and towerman at Wash- 
ington Junction until 4 p. m. is W. Q. 
Stouffer. On November 16th, in setting 
the crossovers for train No. 5, he discov- 


db. g. h. smith 




ered that the operating bars were not 
working as they should. Not taking any 
chances whatever he threw the target on 
train No. 5 and in addition started a man 
back to flag. He then 
proceeded to locate 
the supposed trouble. 
The investigation re- 
vealed that the facing 
point switch had eigh- 
teen inches broken off 
and that if the operat- 
ing bars, by hard 
straining, had gotten 
the eighteen inch end of the switch point 
into place, it would have left the broken 
stub to do its mean work, and derailed 
train No. 5. 

Mr. Stouffer was asked at what time he 
started to adjust the crossovers for train 
No. 5 and he stated that he did it from 
eight to ten minutes before train No. 5 
was due. On further inquiry as to why 
he took so much time to get these switches 
right, he immediately replied, as any 
loyal Baltimore & Ohio man would: 

^'I take this precaution in order to avoid 
any possible trouble I might prevent and 
to carry out first the Golden Rule of 'Safety 
First and Speed and Time Second.' " 


While extra east engines 1867 and 2348, 
double header, were passing Monongah 
December 7th, operator A. E. Shingle- 
ton noticed brake rigging dragging on 
one of the cars. He made necessary 
arrangements for train to be stopped 
so that repairs could be made to the 

Engineer A. D. Vernon on train 4th 
97, December 11th, while coming into 
Salem, looked back at his train and 
detected something wrong with the fifth 
car from the engine. Stopping his train, 

and going back to the car, he found that 
about one third of a wheel was gone. 
The car was set out of the train and a 
possible serious accident thereby pre- 


On November 21st, brakeman C. J. 
Murphy of train 71, after letting train in 
siding at east switch at Barrackville, dis- 
covered that switch points did not fit 
properly, standing open half inch when 
switch was set for main track. He noti- 
fied the superintendent and trackman 
who were near by, and had it adjusted. 
Mr. Murphy is to be commended for his 

On November 15th, P. Hendrix, tunnel 
watchman at Board Tree tunnel, discov- 
ered fifteen inches of rail broken in the 
tunnel. About the only way for any- 
thing like this to escape Mr. Hendrix's 
watchful eye would be to chloroform him, 
for his discoveries of this nature would 
make a volume of interesting reading if 
they could all be gathered together. 

On October 31st, 
flagman J. L. Little 
on Underwood mine 
run discovered about 
ten inches of flange 
broken off wheel of 
G. C. & C. Co. No. 
801, loaded with coal 
for Lorain. He had 
car set off for repairs and deserves credit 
for being on the alert, keeping a constant 
lookout for defects. 

Conductor C. T. Vaughn reported a 
broken wheel flange under P. & R. 37537 
in train of extra 4043 east, at Benwood, 
November 22nd. Had it not been for his 
vigilance this might have resulted in a 
serious accident. 


iiii'; liAi/riMoin". and oiiio i.mim.o^i.s .\i\(,\/i\i 


Tlie accompanyinjj; photogniph is of 
six year old Josej)li (larrison, uho found 
a broken rail at w(^st switch at Litth^ton. 
about November 1st. Master Jos('))h was 
acconii)ani(Hl \)\ an oldcM* brother and 
sist(M', and was on his wav to school, when 


he discovered the defect. He immediately 
spead the alarm and the trio scattered, 
the girl running to the telegraph office 
about three-fourths of a mile east, and 
the boys going west and trying to out-do 
each other in preventing an accident. 
The children got the "Safety" habit from 
their father, who had foruKTly been 
watchman at that point for a number of 
years, l)ut is now retircnl on account of 

On other occasions these children 
have found obstructions on the track and 
have reported immediately to thcMr 
father or mother. 

When (juestioncd as to w hat t Ik-v would 
do if th(\\' found a track obstructed and 
could not get to llicir parents befor<' a 
train came, the\- showed reniarkal)le 
l)reparation for such an eiuergency. 
The little girl displayed her red petticoat 
and showed how she would w:iv(! it, and 
the boys gave good evidence of their 
knowledge of the flagging rules. 

It has subsecpiently develojXMl that 
the track men had found the broken 
rail and had gone after a repair rail 
b(>fore the children came along. The 
children were ignorant of this, however, 
and were very jubilant over their dis- 
covery. Their watchfulness might have 
saved train No. 1() from a disastrous 
accident, since it had to be held while 
repairs were being made. 

.1. 1). Starkey. track foreman at \'eto, 
W. Va., entered the office of assistant 
trainmaster at Brooklyn Junction on 
J^ecember 1st, and reported a broken 
flange under Baltimore & Ohio 138495. 
Had it not been for his watchfulness a 
serious accident might have occurred be- 
fore this car reached Benwood. 

L. A. Hinds, brakemau at Holloway, 
while working around the yard on 
December 5th, found a seamy tread 
under Erie car 42834. Had it not been 
for his vigilance and prompt action in 
rei)()rting same, a serious accident might 
ha\'e occm-red. 

One of the most striking illustrations 
of man's regard for his t'ellow being and 
the carrying out of the railroad man's 
slogan "Safety I'irst." was n^latetl to a 
\\'heeling Register rei)()rter by Fred Fox, 
cashier of the Security Trust Company, 
\\'heeling, W. Va., who happened to be 
a passenger on Baltimore cV: Ohio train 
No. 103, running from Wheeling to 
Zanesville, a few (la\s ago. 




Mr. Fox, who was seated in the rear 
of the chair car, was gazing out of the 
window when he noticed an intoxicated 
man, carrying a suit case and walking 
along the tracks toward Bethesda. The 
conductor, John 
Doyle, also noticed 
the man, and when 
his train pulled into 
a siding to allow 
the Chicago flyer to 
pass, he said to the 
brakeman, *Tlag the 
oncoming train and 
tell the engineer that 
there is an intoxicated man on the track, 
and to look out for him and avoid an 

The brakeman, J. W. Yearning, carried 
out the orders and flagged the train and 
attached a note on a stick and handed it 
up to the engineer of the flyer when it 
slowed up. Needless to say the man 
was not run down, as 
the trainmen kept a 
careful lookout for 
him. Mr. Fox said: 
''Never in my life 
have I seen such an 
incident, nor did I 
ever know that man's 
thoughtfulness for his 
fellow being was so 
great. It certainly shows that every 
man is his brother's keeper. 

''Conductor Doyle and brakeman 
Yearning deserve the commendation of 
the traveling public and their fellow 
employes. If Doyle will care so much 
for the safety of those who are not on his 
train, how much more will he think of 
the lives of his passengers? Things like 
this make one feel proud of meeting such 

Conductor Doyle's praiseworthy action 
has been reported to general superin- 


tendent U. B. Williams, and Mr. Williams 
promptly reported it to the Baltimore 


On December 9th, section foreman G. 
Lizzatro discovered broken truck on car, 
with bolster down on rail in train of en- 
gine 4056 at Patterson, Ohio. He imme- 
diately notified the conductor, who had 
car switched out and set off at Patterson 
Spur. Mr. Lizzatro's watchfulness in 
this instance possibly prevented a serious 
accident and he is to be commended for 
his action. He has been written an ap- 
propriate letter. 

On December 9th, trackman C. E. 
Jones found brake beam dragging on car 
in train No. 55 at Tippecanoe, Ohio, and 
immediately notified conductor. Mr. 
Jones' watchfulness in this instance is ap- 
preciated, and proper letter has been 
written to him by the superintendent. 

On November 28th, brakeman J. H. 
Page reported brake beam down on car 
in eastbound train at Uhrichsville. The 
train was stopped at Stillwater and the 
brake beam removed. 

On November 28th, third trick opera- 
tor W. C. Welfley reported car leaking 
passing Stillwater. Car was set out and 

On December 8th, track walker E. 0. 
Love found a broken rail about one mile 
east of Botzum, and as he could not flag 
in both directions, he got his wife to flag 
one way while he went the other way to 
the Botzum telegraph office to report 
the defect to the superintendent's office, 
so that sectionmen could repair it. 
He had no red flag to give his wife, but 
this made no difference to her, as she 
caught a large red toboggan from the 
head of her boy and used it in place of a 



red flag. Although it was a cold and 
snowy day, IMrs. Love did not falter and 
stayed at her place of dut\' until relieved 
by the sectionmen. This certainly is a 
commendable act, and one which shows 
watchfulness and loyalty. Superin- 
tendent Lechlider has written Mr. and 
Mrs. Love an appropriate letter. 

On the morning of December 13th, 
while lieutenant F. N. May berry was 
making his rounds, he discovered a 
cross-arm broken loose from one of the 
telegraph poles which holds the electric 
wires which furnish light to the Seneca 
Street yard office building, and he im- 
mediately notified all concerned. The 
watchfulness and prompt action by 
lieutenant Mayberry in this case is 
commendable and proper letter has been 
sent him. 

On Sunday, December 14th, Antonio 
Fabio discovered a broken rail at pole 
55.14 between Boston Mill and Brecks- 
ville. He immediately reported defect 
to the foreman at Brecksville, who had 
the rail fixed. 

Miss Lidia Singleton, daughter of 
section foreman Singleton at Brecks- 
ville, Ohio, discovered ties on bridge 451, 
west of Boston Mills, Ohio, burning and 
immediately got some water and put the 
fire out. This indicates watchfulness and 
loyalty on the part of Miss Singleton. 
Superintendent Lechlider has written 
her an appropriate letter. 

On October 12th, conductor Q. B. Gat- 
chell found eight inches of broken flange 
at Midvale, Ohio, and on October 28th, 
he found a broken rail at Midvale. Mr. 
Gatchell is to be commended for his 

In connection with the snow storm 
which occurred on this division on Nov- 
ember 9th, below is a list of some of the 

employes who helped to clear up condi- 
tions and who are to be commended for 
their action: 

Geo. P. Leimeister, wreck master. 

H. L. Riley, conductor. 

T. L. Terrant, G. Y. M., Lorain. 

C. G. Moinet, traveling fireman. 

J. J. Marren, conductor train 17. 

P. Kilbow, section foreman. 

E. B. Howe, agent, Ira, 0. 

J. McBride, apprentice, Cleveland, 0. 

M. P. Nash, general foreman, Cleve- 
land, 0. 

H. K. Gonnerman, foreman car shops, 
Lorain, 0. 

H. G. Riedel, timekeeper, Cleveland, O. 

W. J. Carey, assistant timekeeper, 
Cleveland, 0. 

F. Beckert, stenographer, Cleveland 

R. J. Hefferman, clerk, Cleveland 

H. Speidel, night roundhouse foreman, 

Cleveland, 0. 

E. Carlson, machinist, Cleveland, 0. 
0. B. Shanner, engineer, Cleveland, 0. 
J. E. Fulp, machine shop foreman, 

Cleveland, 0. 

F. M. Bond, foreman, Akron Jet., 0. 
E. C. Vickers, operator, Goshen, 0. 

E. C. Robinson, operator. Canal 
Dover, O. 

Station forces and yard forces at 
Cleveland, Lorain, Akron, Uhrichsville, 
Canal Dover, Massillon and Canton. 

Foremen and other employes in the 
roundhouses at Cleveland and Lorain. 

Operators at Canal Dover, O. 


E. T. Reynolds is the regular con- 
ductor of passenger trains 203 and 204, 
running between Parkersburg, W. Va., 




and Zanesville, Ohio. On account of 
courteous treatment to passengers, and 
the manner in which he performs his 
work, a passenger on these trains on 
September 19th wrote a compUmentary 
letter to president Willard. 

while yard brake- 
man A. R. Bird was 
walking along the 
track near Mansfield, 
Ohio, he found two 
pieces of wheel 
flange. Suspecting 
that they had broken 
off some car that had 
very recently passed, he promptly got 
into communication with the agent at 
Mansfield, and it was found that flange 
had broken off a car in train No. 95, 
which had pulled in- 
to north siding near 
Mansfield. The car 
was switched out of 
train at that point. 
The prompt action 
of Mr. Bird in tak- 
ing this matter up 
with the Company's 
agent is very much 
appreciated and his 

service record has been credited with 
the necessary merit entry. 


On November 10th, conductor Jacob 
Cook, in charge of the night coal train on 
the Boswell Branch, discovered a broken 
rail in the loading track at the Orenda 
Mine of the United Coal Company. He 
promptly notified the mine people, who 
made repairs. 

On November 15th, fireman H. C. 
Blades, while going to work, noticed a 


(See December issue, 
page 58) 

broken rail in No. 2 track in Somerset 
yard. He notified the yardmaster, who 
had necessary repairs made. 

About 8.50 a. m. on November 17th, 
engines 4135, 2753 and 2900, westbound, 
returning light to Connellsville, were 
flagged by a young man named Walter 
Mason of South Connellsville, who had 
discovered a badly broken rail in the 
westbound track one-half mile east of 
Bluestone. This young man displayed 
rare presence of mind in flagging these 
engines and his act no doubt averted a 
serious accident and possible loss of 

On November 25th, as extra east 
(stock) engine No. 2537 was pulhng 
through Connellsville yard from the Pitts- 
burg Division, engineer W. E. Niland, 
who was standing at the side of the track, 
noticed a broken truck under S. & S. Co. 
car No. 4923, and made an immediate re- 
port of the circumstances to the yard- 
master and master mechanic and the car 
was repaired before being permitted to 
leave the yard. Engineer Niland has 
been commended for his alertness in 
noticing and promptly reporting this 

On November 27th, fireman J. A. Nip- 
penberg and brakeman W. B. Reddon of 
extra east engine No. 4011, discovered 
eight inches broken out of rail in east- 
bound track west of Pinkerton tunnel. A 
prompt report was made and the rail was 

On December 1st, while train of extra 
engine No. 2854 was pulling by him at 
Stoyestown, Pa., conductor C. Burns- 
worth noticed bent axle on P. M. car No. 
80231. He notified the conductor in 
charge and the car was switched out of 
the train at Stoyestown. Had this car 
been permitted to remain in service in 



this condition it nii<!;ht have rcsuhcul in 
an accident. This is another cxaniph' of 
what can h(^ acconii)Hshc(l ])y alwa\s 
l)cin^- on the alert and h)()kin«j; out 
for the Company's weU'are. 



On December 14th. 
engin(H'r J. M. Stim- 
mell, while going to 
work, discovered a 
))iece broken out of 
a rail in the east- 
])ound main track near 
the yard office at 
Connellsville. The 
condition of the rail was reported to the 
chief disi)atcher, who had repairs made 
without delay. 

On December 2nd, while extra east en- 
gine No. 4112 was passing Bidwell, sec- 
tion foreman J. H. Woodmancy noticed 
a broken truck under one of the cars in 
the train. He immediately called the op- 
erator at Confluence on the telephone and 
notified him of the trouble and the car 
was switched out of the train. The 
thought fulness displayed ])y foreman 
Woodmancy is commendable and ho has 
been handed a letter of appreciation by 
the superintendent. 

On November 13th, while looking over 
his train (extra engine No. 2864) at 
Roberts on the S. & C. Branch, brake- 
man H. O. Binger discovered eight inches 
broken out of flange on wheel under Bal- 
timore & Ohio car No. 22666. The 
car w^as switched out of the train at 

On November 5th, conductor John 
McKiterick, in charge of Connellsville 
yard engine 1946 at night, while working 
at Greene Junction notict^l engine 1347 
approaching without lights. When an 
investigation was made it was found that 
no one w^as in charge. McKiterick 

st()i)p('(l the engine and with the assist- 
ance of MMC). it was taken to the round- 
house. McKiterick's prompt action is 
(•onnncndable, as a serious accident 
might hav(> resulted had the condition 
not Ix'en observed. 


On the morning of 
December 1st, while 
at Glenwood station, 
])atrolman William 
Fowler discovered 
brake rigging down on 
tank of engine No. 738 
of passenger train No. 
27. He called the 
matter to the attention 
AVm. Rector, who wa 
and thus possiblv 


of conductor 
in cliarge, 
avert ('(I a serious 


At 10.14 a. m., November 1st, a^ o^)- 
(Tator C. E. Marshall at "TF" tower was 
handing a message to extra No. 2207 east, 
he noticed a pair of whe(>ls off the track 
on a car in this train. 

By imnuMliately changing all his signals 
to stop i)osition and swinging down on 
them, he got the train stoi)iM^d near the 
advance signal, j)reventing further dam- 

On Novemlx'r 7th. engineer ('. K. 
Henry and operator W. \V. Nichols, at 
Niles Junction, noticed fire flying from 
No. 13's train. The ojK'ratortook advance 
signal away from the train, and when ex- 
amination was made, it was found the>- 
had a car with a broken oil box. The 
car, not being safe to haul, was set ofT on 
the westbound siding. 

On October 29th, engineer A. M(dii- 
tosh on yard engine No. 1756, at Akron 
Junction, noticed a brake beam down on 



S. A. L. car No. 16557 in train of local 
east, engine No. 1373, and notified the 
crew on the caboose, who stopped at"BD" 
tower and made repairs. Engineer Mc- 
intosh's report prevented the derailment 
of this car when the local backed in at 
"BD" tower. 

On October 11th, lampman N. J. Nich- 
ols, at Nova, noticed a car in train of 
extra east engine No. 4146 in bad shape, 
and immediately called up operator Van 
Vrankin on the phone and told him about 
it. Van Vrankin handed on a message to 
the crew about the car, and the train was 
stopped. It was found that D. & R. G. 
car No. 14584, heavily loaded with cop- 
per, had a broken spring hanger, and it 
was set off at Nova. Had Messrs. Nich- 
ols and Van Vrankin not been on the job 
and notified conductor Purkey of this, 
the condition of the car would probably 
have caused serious trouble. 

While extra west No. 4307 was pulling 
into Warwick from the Cleveland Divi- 
sion on November 25th, brakeman G. F. 
Chilcott noticed a brake beam dragging 
from Baltimore & Ohio car No. 23543. 
He notified the crew and beam was re- 
moved without any damage being done. 


Brakeman Fred Ashton has been com- 
manded by the superintendent for his 
vigilance in discovering and protecting a 
broken rail one-fourth mile west of *'J" 
tower, Chicago Junction, November 17th. 

On December 2nd, M. Furgeson, signal 
helper at Kimmell, Ind., while going over 
the line, found a rail joint with both angle 
bars broken in two. He promptly pro- 
tected the track, and went after the track 
men, who made immediate repairs. It is 
quite probable that Mr. Furgeson's care 
and watchfulness prevented an accident. 


On November 18th, E. J. Shannon, 
agent at New Marshfield, found a broken 
rail just east of the depot at that station 
and immediately sent word to the section 
foreman, who removed the broken rail 
and made the track safe. The rail was 
broken in two places and might have 
caused serious accident had the repairs 
not been made promptly. 


The accompanying photograph is of 
Emory R. Worstell, signal repair foreman 
of the Cincinnati Terminal Division, lo- 
cated at "RH" tower, Baltimore & Ohio 
Southwestern, who within two weeks dis- 
covered and reported three broken rails 
on the main tracks. 

On December 8th, while walking down 
the main track, inspecting automatic sig- 
nals, Mr. Worstell discovered rail on the 
eastbound main track near Hopple Street 
broken in four pieces. Baltimore & Ohio 
No. 4 was past due, and knowing the 
danger, Mr. Worstell dropped his tools, 
ran down the track and secured a red 
flag from crossing watchman Lantry and 
flagged train. The break was located on 
a curve about four hundred feet east of 
Hopple Street crossing. He also re- 
quested section fore- 
man Galvin to replace 
the rail. This was 
done in a very short 
time. Mr. Worstell 
has always worked 
with the thought of 
Safety First, even be- 
fore the movement 
was started by the Baltimore & Ohio, 
and deserves special mention on this 
account. He encourages others to be on 
the alert and watchful. 




On November 12th, yard conductor 
James Sponnenberger discovered broken 
brake rigging on passenger train No. 48 
while passing over bridge No. 2, just 
west of Hamilton. 

Sponnenberger signalled the crew on 
No. 48 and succeeded in stopping the 
train and made necessary repairs to 
brake rigging under the baggage car. 
We wish to commend him for his obser- 


Conductor L. P. Toombs of train No. 
75 on November 10th, while in siding at 
Lakewood, 111., for train No. 122, discov- 
ered a broken arch bar on 0. R. Co. car 
No. 3019, loaded with gasoline. He had 
the car set out at that point for repairs. 
Conductor Toomb's careful and prompt 

action probably averted a serious acci- 


Conductor J. R. Snyder recently found 
about four feet of rail broken at East- 
wood, Ohio. He immediately notified 
the section foreman and had the rail re- 
moved. Mr. Snyder's watchfulness in 
this case probably prevented a bad acci- 


As No. 89 was passing Deputy on De- 
cember 9th, agent C. R. Cogswell noticed 
a pair of trucks broken down under U. 
T. L. No. 7469 in the middle of the train. 
He immediately ran out and gave signals, 
which enabled the train crew to stop 
train by putting on air in the caboose, 
and to make necessary arrangements. 

" There is no man who is doing a man's work in this 
world but is hero to some boy. — William Broivn Melony, 



J. G. Pangborn, Chairman 
E. R. ScoviLLE, Transportation Department J. T. Campbell, Stations and Traffic 

John Hair, Motive Power Department Dr. E. M. Parlett, Relief Dep't, Sanitation 

Wm. McC. Bond, Maintenance of Way Dep't B. C. Craig, Safety Appliances 

Advisory Committee 

A. Hunter Boyd, Law Department J. W. Coon, Operating Department 

Dr. J. F. Tearney, Relief Department 


Messrs. John F. Hohman, Jr., and Ernest A. 
Lentz, spent their vacation at Palm Beach, 
Florida, together. 

On their journey southward they were accom- 
panied by their bathing suits and straw hats, 
and on their return, their mascots were two 
eight-inch alligators. 

A word to the wise: A certain young man, 
in the office of auditor coal and coke receipts, 
private secretary to the auditor in fact (of course 
we don't mention names, because that would be 
giving the thing away), but, a young man of 
supposedly sound mind, recently spent a roimd 
sum of hard earned money, for a wrist watch, 
and then made the remark that he is sorry he 
is not in position to make it a better one, be- 
cause, well because she is worth it. What is 
the answer? 

It may be that this is a false alarm, but, in 
order not to catch any of the boys napping, 
would advise that they start putting the pennies 


away, as in all probability they will be called 
upon to subscribe for a present before long. 
Rumor has it that C. W. S. is to be best man. 

L. A. Lambert, formerly special accountai.t, 
was advanced to Auditor of Miscellaneous Re- 
ceipts and Accounts, and J. P O'Malley, for- 
merly chief clerk to the Auditor of Merchandise 
Receipts, became Assistant Auditor of that 
department on January 1st. The changes were 
announced in a circular issued by J. T. Leary, 
General Auditor of the Baltimore and Ohio 

Mr. Lambert was born January 26, 1856, at 
Philadelphia and his railroad experience has 
been obtained in the employ of the Baltimore 
and Ohio Railroad. He entered railroad work 
in October, 1873, as a clerk in the freight de- 
partment, and in January, 1877, became cashier 
of the express department of the Baltimore and 
Ohio. In 1881 he was promoted to assistant to 
the general manager of the Express company 
and from 1884 to 1887 was superintendent of 
the same organization. 

In February, 1899, Mr. Lambert became a 
traveling auditor of the Baltimore and Ohio's 



accounting department, and in October, 1902 
was appointed chief clerk to the Auditor of 
Revenue. In 1903 the duties of special agent 
were given him. and in 1907 he was made a 
special accountant, which position he has filled 
until the present time. 

Mr. O'lVIalley, who became Assistant Auditor 
of Merchandise Receipts, is a native of Youngs- 
town, Ohio, where he was born on March 19, 
1873. He began his railroad work August, 
1895. at Cleveland, Ohio, as a mail clerk on 
the Clevehind, Lorain and Wheeling Railroad, 
now a part of the Baltimore and Ohio System. 
After filling various positions in the freight 
department of that company, Mr. O'Malley 
was employed for a while in the freight depart- 
ment of the Erie Railroad. In 1900 he returned 
to the Cleveland, Lorain and Wheeling as 
rate clerk in the accounting department at 
Cleveland, and was transferred in the same 
capacity to the office of the Auditor of Rev- 
enue, at Baltimore, in February, 1902. His 
next promotion was in April, 1902, when upon 
reorganization of the accounting department, 
he became assistant chief clerk to the Auditor 
of Coal and Coke Receipts. He was advanced 
to the chief clerkship in June. 1904, remainmg 
in that position until January, 1913, when he 
became chief clerk to the Auditor of Merchan- 
dise Receipts, which position he vacates by 
reason of the changes effective the first of the 

The Freight Claim Department, with offices 
in the Central Building at Baltimore, issued a 
very attractive folder for distribution during 
the holidays. It had a seasonable cover design 
of holly leaves, printed in two colors. The 
interior of the booklet was devoted to a state- 
ment of the personnel of the department. 

Assistant Auditor of Merchandise Receipts 

Auditor of Miscellaneous Receipts and Accounts 


Correspondent, T. A Kavanaqh, Chief Clerk, 
Pier 22, N. R., New Y'ork 


W. Cornell Termmal Agent, Chairman 

W. B. Biggs Agent. Pier 22. N. R. 

J. J. Bayer Agent, West 26th Street 

E. W. Evans Agent, St. George. S. I, 

J. T. Gorman Agent, Pier 21, E. R. 

A. L. MiCHBLSEN Agent, Pier 7, N, R. 

E. Salisbury Asst. Terminal Agent, Pier 7, N. R. 

Altred Oswald Foreman, Pier 22, N. R. 

M. E. Degnan Foreman, West 26th Street 

Gus Fl.\mu Foreman, St. George, S. I. 

C.J. TooMEY Foreman, Pier 21, E. R. 

E. Sheehy Foreman, Pier 7, N. R. 

Louis Polly Laborer, Pier 7, N. R. 

Tony Ross Laborer, Pier 22, N. R. 

Sam Gilesta Laborer, 26th Street 

Mike Monday Laborer, Pier 21. E. R. 

MiKK DeMa Yo Laborer. St. George 

C. H. KoHLER Super\-isor Floating 

Equipment, Marine Department 

A. Bohlkn Captain, Marine Department 

J AS. Hewitt Engineer, Marine Department 

Patrick Meade Oiler. Marine Department 

R. Mullen Fireman, Marine Department 

T. Halvkrson Deckhand, Marine Department 

H. M. Nielsen Lighter Captain, Marine Department 

Car C. H. & D. 12064, laden with merchandise 
for various consignees at Washington, D. C, 
left Pier 7 at 5.30 p. m., Saturday, December 
6th. At about 7.45 p. m., while car was about 
300 feet from yardmaster's office in St. George, 
S. I. yards, and while bei